Apparatus, system, and method for NOx signal correction in feedback controls of an SCR system

ABSTRACT

For example, according to one representative embodiment, an apparatus for reducing NO x  emissions in an engine exhaust includes a NO x  reduction target module configured to determine a NO x  reduction requirement. The apparatus also includes a tailpipe NO x  module configured to determine a sensed amount of NO x  exiting the engine system and a signal correction algorithm module configured to determine a corrected amount of NO x  exiting the engine system based at least partially on the sensed amount of NO x  exiting the engine system. The apparatus also includes a feedback ammonia target module configured to determine a feedback ammonia addition requirement. The feedback ammonia addition requirement includes an amount of ammonia added to the exhaust gas stream to achieve the NO x  reduction requirement in response to the corrected amount of NO x  exiting the engine system. The apparatus also includes a reductant target module that is configured to determine a reductant injection requirement.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional PatentApplication No. 61/120,319, filed Dec. 5, 2008, and is acontinuation-in-part application of U.S. patent application Ser. No.12/112,500, filed Apr. 30, 2008 now U.S. Pat. No. 8,109,079, U.S. patentapplication Ser. No. 12/112,622, filed Apr. 30, 2008 now U.S. Pat. No.8,074,445, U.S. patent application Ser. No. 12/112,678, filed Apr. 30,2008, and U.S. patent application Ser. No. 12/112,795, filed Apr. 30,2008. These applications are incorporated herein by reference.

FIELD

This disclosure relates to controlling nitrogen oxides (NO_(x))emissions for internal combustion engines, and more particularly toapparatus, systems and methods for controlling NO_(x) with a selectivecatalytic reduction (SCR) catalyst.

BACKGROUND

Emissions regulations for internal combustion engines have become morestringent over recent years. The regulated emissions of NO_(x) andparticulates from internal combustion engines are low enough that inmany cases the emissions levels cannot be met with improved combustiontechnologies. Therefore, the use of aftertreatment systems on engines toreduce emissions is increasing. For reducing NO_(x) emissions, NO_(x)reduction catalysts, including selective catalytic reduction (SCR)systems, are utilized to convert NO_(x) (NO and NO₂ in some fraction) toN₂ and other compounds. SCR systems utilize a reductant, typicallyammonia, to reduce the NO_(x). Currently available SCR systems canproduce high NO_(x) conversion rates allowing the combustiontechnologies to focus on power and efficiency. However, currentlyavailable SCR systems also suffer from a few drawbacks.

SCR systems generate ammonia to reduce the NO_(x). When just the properamount of ammonia is available at the SCR catalyst under the properconditions, the ammonia is utilized to reduce NO_(x). However, if thereduction reaction rate is too slow, or if there is excess ammonia inthe exhaust, ammonia can slip out the exhaust pipe. Ammonia is anextreme irritant and an undesirable emission. Accordingly, slips of evena few tens of ppm are problematic. Additionally, due to theundesirability of handling pure ammonia, many systems utilize analternate compound such as urea, that vaporizes and decomposes toammonia in the exhaust stream. Presently available SCR systems treatinjected urea as injected ammonia, and do not account for thevaporization and hydrolysis of urea to component compounds such asammonia and isocyanic acid. As a result, the urea can decompose toammonia downstream of the SCR causing ammonia slip, and less ammonia maybe available for NO_(x) reduction than the control mechanism estimatescausing higher NO_(x) emissions at the tailpipe.

SCR systems that utilize urea dosing to generate ammonia depend upon thereal-time delivery of urea to the SCR catalyst as engine NO_(x)emissions emerge. Urea dosers have relatively slow physical dynamicscompared to other chemical injectors such as hydrocarbon injectors.Therefore, urea doser dynamics can substantially affect an SCR controlssystem.

Some currently available SCR systems account for the dynamics of theurea dosing and the generally fast transient nature of the internalcombustion engine by utilizing the inherent ammonia storage capacity ofmany SCR catalyst formulations.

One currently available method introduces a time delay at the beginningof an engine NO_(x) spike before urea dosing begins (or ramps up), and atime delay after the NO_(x) spike before urea dosing ends (or rampsdown). Ordinarily, an engine NO_(x) spike will cause a temperatureincrease in the exhaust gas and SCR catalyst, which may result in therelease of stored ammonia on the catalyst. This is especially true whenengine power output is used as a substitute for directly estimatingengine NO_(x) emissions. The ammonia release provides ammonia forreducing engine out NO_(x) while delaying urea injection prevents excessammonia from slipping out the exhaust. On the NO_(x) decrease, normallythe temperature of the engine exhaust and SCR catalyst decrease, andtherefore continued urea injection (the delay before ramping down ureainjection) provides ammonia to store on the SCR catalyst and rechargethe catalyst.

In many ordinary circumstances, the time delay method causes desirableresults in the SCR catalyst. However, in some cases the time delaymethod can produce undesirable results and even responses that areopposite from an optimal response. For example, a decrease in EGRfraction for any reason causes an engine out NO_(x) spike with adecrease in exhaust temperature. In a time delay system utilizingengine-out power as a substitute for NO_(x) emissions, the change willlikely be ignored and a standard amount of injected urea will cause anincrease in NO_(x) emissions. In a time delay system that recognizes theengine out NO_(x) spike, the system delays injecting ammonia-creatingurea. Because the temperature on the SCR catalyst is relatively lower,the amount of NO_(x)—reducing ammonia released from the catalyst isreduced, which results in a NO_(x) emissions increase. At the end of theNO_(x) spike event, the exhaust temperature increases (from restorationof the designed EGR fraction) while the NO_(x) emissions decreases. TheSCR catalyst ejects ammonia from the reduced storage capacity while theurea injector continues to add ammonia to the system without NO_(x)available for reduction. Therefore, the system can slip significantamounts of ammonia on the down cycle.

Other currently available systems determine whether the SCR catalyst isat an ammonia storing (adsorption) or ammonia ejecting (desorption)temperature. When the SCR catalyst is storing ammonia, the systeminjects urea until the catalyst is full. When the SCR catalyst isejecting ammonia, the system halts injection and allows stored ammoniato release and reduce NO_(x).

Presently available systems tracking the SCR catalyst temperature sufferfrom a few drawbacks. For example, the amount of ammonia stored on theSCR catalyst varies with temperature. However, presently availablesystems assume a storage amount below a specified temperature, and zerostorage above the specified temperature. Therefore, the controls maytoggle significantly around the specified temperature, significantlyoverestimate ammonia storage capacity just below the specifiedtemperature, and significantly underestimate ammonia storage capacityjust above the specified temperature. Such systems utilize the“normalized stoichiometric ratio” (NSR) to determine baseline ureainjection, but do not account for variances in the NO_(x) compositionand NH₃ to isocyanic acid ratio of the urea when determining the NSR.Further, such systems do not account for the incomplete vaporization andhydrolysis of urea that occurs in many systems and may therefore notinject sufficient urea to reduce NO_(x) and/or provide the desiredammonia for storage.

Also, many known SCR systems do not utilize an ammonia oxidation (AMOX)catalyst downstream of the SCR catalyst to convert at least some ammoniaslipping from the SCR catalyst to N₂ and other less harmful compounds.For those conventional SCR systems that do employ an AMOX catalyst, theoperating conditions and conversion capability of the AMOX catalyst arenot factored into the reductant dosing rate, ammonia storage control,ammonia slippage control, and NO_(x) conversion efficiency feedback ofsuch systems.

Ammonia slippage also poses a problem for NO_(x) sensor technology,which has been found to exhibit ammonia cross-sensitivity. Thus ammoniaslippage could be erroneously interpreted as NO_(x) emission, therebycalling for increased reductant dosing via a feedback control loop. Theresulting positive feedback in that case would have the undesirableeffect of further increasing rather than decreasing the ammoniaslippage.

SUMMARY

The subject matter of the present application has been developed inresponse to the present state of the art, and in particular, in responseto the problems and needs in the art that have not yet been fully solvedby currently available exhaust aftertreatment systems. Accordingly, thesubject matter of the present application has been developed to provideapparatus, systems, and methods for reducing NO_(x) emissions on an SCRcatalyst that overcomes at least some shortcomings of the prior artaftertreatment systems.

For example, according to one representative embodiment, an apparatusfor reducing NO_(x) emissions in an engine exhaust includes a NO_(x)reduction target module that is configured to determine a NO_(x)reduction requirement. The NO_(x) reduction requirement includes anamount of NO_(x) in the exhaust gas stream to be reduced on a selectivecatalytic reduction (SCR) catalyst. In some implementations, NO_(x)reduction requirement includes a fraction of the NO_(x) in the exhaustgas stream to be reduced to achieve a predetermined emissions limit. Theapparatus also includes a tailpipe NO_(x) module configured to determinea sensed amount of NO_(x) exiting the engine system, and a signalcorrection algorithm module configured to determine a corrected amountof NO_(x) exiting the engine system based at least partially on thesensed amount of NO_(x) exiting the engine system. The apparatus alsoincludes a feedback ammonia target module that is configured todetermine a feedback ammonia addition requirement. The feedback ammoniaaddition requirement includes an amount of ammonia added to the exhaustgas stream to achieve the NO_(x) reduction requirement in response tothe corrected amount of NO_(x) exiting the engine system. The apparatusalso includes a reductant target module that is configured to determinea reductant injection requirement. The reductant injection requirementincludes an amount of reductant added to the exhaust gas stream toachieve the ammonia addition requirement.

In some implementations, the signal correction algorithm modulecomprises an ammonia correction factor applied to the amount of ammoniaexiting the engine system, either measured or analytically modeled, tocompensate for ammonia cross-sensitivity of a measured amount of NO_(x)exiting the engine system so as to yield the corrected amount of NO_(x)exiting the engine system. In a further embodiment, dithering may beperformed to adjust the ammonia correction factor so as to reducetransient error.

In some implementations, the apparatus further includes a feedforwardammonia target module configured to determine a feedforward ammoniaaddition requirement. The reductant injection requirement can include anamount of reductant added to the exhaust gas stream to achieve acombination of the feedback and feedforward ammonia additionrequirements.

The feedback ammonia addition requirement may be based at leastpartially on a comparison between a desired amount of NO_(x) exiting theengine system and the corrected amount of NO_(x) exiting the enginesystem. In certain implementations, the apparatus can also include acalibrated NO_(x) module that is configured to determine a calibratedNO_(x) sensor signal based at least partially on input from a NO_(x)sensor and the condition of the NO_(x) sensor. The measured amount ofNO_(x) exiting the engine system can be interpreted from the calibratedNO_(x) sensor signal.

According to another embodiment, a method for reducing NO_(x) emissionsin an engine exhaust includes determining a NO_(x) reduction requirementcomprising an amount of NO_(x) in the exhaust gas stream to be reducedon a selective catalytic reduction (SCR) catalyst. The method alsoincludes determining a feedback ammonia addition requirement. Thefeedback ammonia addition requirement includes an amount of ammoniaadded to the exhaust gas stream to achieve the NO_(x) reductionrequirement in response to a corrected amount of NO_(x) exiting theengine system. The method also includes determining the corrected amountof NO_(x) exiting the engine system. The method further includesdetermining a reductant injection requirement. The reductant injectionrequirement can include an amount of reductant added to the exhaust gasstream to achieve the ammonia addition requirement.

In an embodiment, determining the corrected amount of NO_(x) exiting theengine system may comprise applying an ammonia correction factor to theamount of ammonia exiting the engine system to compensate for ammoniacross-sensitivity of the measured amount of NO_(x) exiting the enginesystem. In a further embodiment, it may comprise performing dithering toadjust the ammonia correction factor so as to reduce transient error.

In some implementations, determining an ammonia addition requirementincludes comparing a desired amount of NO_(x) emissions exiting theengine system with a measured amount of NO_(x) exiting the enginesystem.

According to another embodiment, a system for reducing NO_(x) emissionsin an engine exhaust gas stream includes an internal combustion engineproducing an exhaust gas stream, a selective catalytic reduction (SCR)catalyst that reduces NO_(x) emissions in the exhaust gas stream in thepresence of a reductant, a reductant injector that injects reductantinto the exhaust gas stream upstream of the SCR catalyst, and acontroller. The controller includes a NO_(x) reduction target module, atailpipe NO_(x) module, a signal correction algorithm module, a feedbackammonia target module, and a reductant target module. The reductiontarget module can be configured to determine a NO_(x) reductionrequirement that includes an amount of NO_(x) in the exhaust gas streamto be reduced on the SCR catalyst. The feedback ammonia target modulecan be configured to determine a feedback ammonia addition requirementthat includes an amount of ammonia added to the exhaust gas stream toachieve the NO_(x) reduction requirement in response to a correctedamount of NO_(x) exiting the engine system. The signal correctionalgorithm module can be configured to determine the corrected amount ofNO_(x) exiting the engine system. The reductant target module can beconfigured to determine a reductant injection requirement that includesan amount of reductant added to the exhaust gas stream to achieve theammonia addition requirement.

In some implementations, the signal correction algorithm modulecomprises an ammonia correction factor applied to the amount of ammoniaexiting the engine system, either measured or analytically modeled, tocompensate for ammonia cross-sensitivity of a measured amount of NO_(x)exiting the engine system so as to yield the corrected amount of NO_(x)exiting the engine system. In a further embodiment, dithering may beperformed to adjust the ammonia correction factor so as to reducetransient error.

In some implementations, the system also includes a NO_(x) sensorembedded within the SCR catalyst.

In an embodiment, a method for extracting a tailpipe NO_(x) measurementfrom a tailpipe NO_(x) signal transmitted from a tailpipe NO_(x) sensorhaving an ammonia cross-sensitivity includes determining an amount ofammonia slipping from the tailpipe, adjusting an ammonia correctionfactor periodically by dithering the amount of ammonia slipping from thetailpipe, multiplying the amount of ammonia slipping from the tailpipeby the ammonia correction factor to yield a product term, andsubtracting the product term from the tailpipe NO_(x) signal to extractthe tailpipe NO_(x) measurement.

Reference throughout this specification to features, advantages, orsimilar language does not imply that all of the features and advantagesthat may be realized with the subject matter of the present disclosureshould be or are in any single embodiment. Rather, language referring tothe features and advantages is understood to mean that a specificfeature, advantage, or characteristic described in connection with anembodiment is included in at least one embodiment of the presentdisclosure. Thus, discussion of the features and advantages, and similarlanguage, throughout this specification may, but do not necessarily,refer to the same embodiment.

Furthermore, the described features, advantages, and characteristics ofthe subject matter of the present disclosure may be combined in anysuitable manner in one or more embodiments. One skilled in the relevantart will recognize that the subject matter may be practiced without oneor more of the specific features or advantages of a particularembodiment. In other instances, additional features and advantages maybe recognized in certain embodiments that may not be present in allembodiments. These features and advantages will become more fullyapparent from the following description and appended claims, or may belearned by the practice of the subject matter as set forth hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

In order that the advantages of the subject matter may be more readilyunderstood, a more particular description of the subject matter brieflydescribed above will be rendered by reference to specific embodimentsthat are illustrated in the appended drawings. Understanding that thesedrawings depict only typical embodiments of the subject matter and arenot therefore to be considered to be limiting of its scope, the subjectmatter will be described and explained with additional specificity anddetail through the use of the drawings, in which:

FIG. 1 is a schematic block diagram of an internal combustion enginehaving an exhaust after-treatment system according to one representativeembodiment;

FIG. 2 is a schematic block diagram of the exhaust after-treatmentsystem of FIG. 1 according to one representative embodiment;

FIG. 3 is a schematic block diagram of a controller of the exhaustafter-treatment system of FIG. 2 according to one representativeembodiment;

FIG. 4 is a schematic block diagram of a NO_(x) reduction target moduleof the controller of FIG. 3 according to one representative embodiment;

FIG. 5A is a schematic block diagram of a feedforward ammonia targetmodule of the controller of FIG. 3 according to one representativeembodiment;

FIG. 5B is a schematic block diagram of a feedback ammonia target moduleof the controller of FIG. 3 according to one representative embodiment;

FIG. 5C is a graph illustrating ammonia cross-sensitivity of a NO_(x)sensor of the exhaust after-treatment system during steady-stateoperation of the internal combustion engine.

FIG. 5D is a graph illustrating ammonia cross-sensitivity of the NO_(x)sensor of the exhaust after-treatment system during a known operatingmode of the internal combustion engine.

FIG. 5E is a schematic flow chart diagram illustrating one embodiment ofa signal correction algorithm of the feedback ammonia target module ofFIG. 5B to correct the NO_(x) sensor signal.

FIG. 6 is a schematic block diagram of a reductant target module of thecontroller of FIG. 3 according to one representative embodiment;

FIG. 7 is a schematic block diagram of a reductant hydrolysis module ofthe reductant target module of FIG. 6 according to one representativeembodiment;

FIG. 8 is a schematic block diagram of an inverse reductant hydrolysismodule of the reductant target module of FIG. 6 according to onerepresentative embodiment;

FIG. 9 is a schematic flow chart diagram of a control system operable todetermine ammonia and isocyanic acid flow into an SCR catalyst accordingto one embodiment;

FIG. 10 is a schematic block diagram of an ammonia storage module of thecontroller of FIG. 3 according to one representative embodiment;

FIG. 11 is a schematic block diagram of a current ammonia storage levelmodule of the ammonia storage module of FIG. 10 according to onerepresentative embodiment;

FIG. 12 is a schematic flow chart diagram of a control system operableto determine the storage level of ammonia on an SCR catalyst;

FIG. 13 is a schematic flow chart diagram of a control system operableto determine the amount of ammonia slip from an SCR catalyst;

FIG. 14 is a schematic block diagram of an AMOX catalyst ammoniaconversion module of the controller of FIG. 3 according to onerepresentative embodiment;

FIG. 15 is a schematic block diagram of a reductant limiting module ofthe controller of FIG. 3 according to one representative embodiment;

FIG. 16 is a schematic block diagram of a calibrated tailpipe NO_(x)module of the reductant limiting module of FIG. 15 according to onerepresentative embodiment; and

FIG. 17 is a method of reducing NO_(x) emissions using ammonia storageon an SCR catalyst.

DETAILED DESCRIPTION

Many of the functional units described in this specification have beenlabeled as modules, in order to more particularly emphasize theirimplementation independence. For example, a module may be implemented asa hardware circuit comprising custom VLSI circuits or gate arrays,off-the-shelf semiconductors such as logic chips, transistors, or otherdiscrete components. A module may also be implemented in programmablehardware devices such as field programmable gate arrays, programmablearray logic, programmable logic devices or the like.

Modules may also be implemented in software for execution by varioustypes of processors. An identified module of executable code may, forinstance, comprise one or more physical or logical blocks of computerinstructions, which may, for instance, be organized as an object,procedure, or function. Nevertheless, the executables of an identifiedmodule need not be physically located together, but may comprisedisparate instructions stored in different locations which, when joinedlogically together, comprise the module and achieve the stated purposefor the module.

Indeed, a module of executable code may be a single instruction, or manyinstructions, and may even be distributed over several different codesegments, among different programs, and across several memory devices.Similarly, operational data may be identified and illustrated hereinwithin modules, and may be embodied in any suitable form and organizedwithin any suitable type of data structure. The operational data may becollected as a single data set, or may be distributed over differentlocations including over different storage devices, and may exist, atleast partially, merely as electronic signals on a system or network.

Reference throughout this specification to “one embodiment,” “anembodiment,” or similar language means that a particular feature,structure, or characteristic described in connection with the embodimentis included in at least one embodiment of the present invention. Thus,appearances of the phrases “in one embodiment,” “in an embodiment,” andsimilar language throughout this specification may, but do notnecessarily, all refer to the same embodiment.

Furthermore, the described features, structures, or characteristics ofthe subject matter described herein may be combined in any suitablemanner in one or more embodiments. In the following description,numerous specific details are provided, such as examples of controls,structures, algorithms, programming, software modules, user selections,network transactions, database queries, database structures, hardwaremodules, hardware circuits, hardware chips, etc., to provide a thoroughunderstanding of embodiments of the subject matter. One skilled in therelevant art will recognize, however, that the subject matter may bepracticed without one or more of the specific details, or with othermethods, components, materials, and so forth. In other instances,well-known structures, materials, or operations are not shown ordescribed in detail to avoid obscuring aspects of the disclosed subjectmatter.

FIG. 1 depicts one embodiment of an internal combustion engine system10. The main components of the engine system 10 include an internalcombustion engine 11 and an exhaust gas after-treatment system 100coupled to the engine. The internal combustion engine 11 can be acompression ignited internal combustion engine, such as a diesel fueledengine, or a spark-ignited internal combustion engine, such as agasoline fueled engine operated lean. The engine system 10 furtherincludes an air inlet 12, intake manifold 14, exhaust manifold 16,turbocharger turbine 18, turbocharger compressor 20, temperature sensors(e.g., temperature sensor 24), pressure sensors (e.g., pressure sensor26), and air-flow sensor 56. The air inlet 12 is vented to theatmosphere and connected to an inlet of the intake manifold 14 to enableair to enter the intake manifold. The intake manifold 14 includes anoutlet operatively coupled to compression chambers of the internalcombustion engine 11 for introducing air into the compression chambers.

Within the internal combustion engine 11, the air from the atmosphere iscombined with fuel to power the engine. Combustion of the fuel and airproduces exhaust gas that is operatively vented to the exhaust manifold16. From the exhaust manifold 16, a portion of the exhaust gas may beused to power the turbocharger turbine 18. The turbine 18 drives theturbocharger compressor 20, which may compress at least some of the airentering the air inlet 12 before directing it to the intake manifold 14and into the compression chambers of the engine 11.

The exhaust gas after-treatment system 100 is coupled to the exhaustmanifold 16 of the engine 11. At least a portion of the exhaust gasexiting the exhaust manifold 16 can pass through the exhaustafter-treatment system 100. In certain implementations, the enginesystem 10 includes an exhaust gas recirculation (EGR) valve (not shown)configured to open to allow a portion of the exhaust gas to recirculateback into the compression chambers for altering the combustionproperties of the engine 11.

Generally, the exhaust gas after-treatment system 100 is configured toremove various chemical compound and particulate emissions present inthe exhaust gas received from the exhaust manifold 16 and notrecirculated back into the engine 11. As illustrated in FIG. 2, theexhaust gas after-treatment system 100 includes controller 130,oxidation catalyst 140, particulate matter (PM) filter 142, SCR system150 having an SCR catalyst 152, and ammonia oxidation (AMOX) catalyst160. In an exhaust flow direction, indicated by directional arrow 144,exhaust may flow from the exhaust manifold 16, through the oxidationcatalyst 140, through the particulate filter 142, through the SCRcatalyst 152, through the AMOX catalyst 160, and then be expelled intothe atmosphere. In other words, the particulate filter 142 is positioneddownstream of the oxidation catalyst 140, the SCR catalyst 152 ispositioned downstream of the particulate filter 142, and the AMOXcatalyst 160 is positioned downstream of the SCR catalyst 152.Generally, exhaust gas treated in the exhaust gas after-treatment system100 and released into the atmosphere consequently contains significantlyfewer pollutants, such as diesel particulate matter, NO_(x),hydrocarbons, such as carbon monoxide and carbon dioxide, than untreatedexhaust gas.

The oxidation catalyst 140 can be any of various flow-through, dieseloxidation catalysts (DOC) known in the art. Generally, the oxidationcatalyst 140 is configured to oxidize at least some particulate matter,e.g., the soluble organic fraction of soot, in the exhaust and reduceunburned hydrocarbons and CO in the exhaust to less environmentallyharmful compounds. For example, the oxidation catalyst 140 maysufficiently reduce the hydrocarbon and CO concentrations in the exhaustto meet the requisite emissions standards.

The particulate filter 142 can be any of various particulate filtersknown in the art configured to reduce particulate matter concentrations,e.g., soot and ash, in the exhaust gas to meet requisite emissionstandards. The particulate filter 142 can be electrically coupled to acontroller, such as controller 130, that controls variouscharacteristics of the particulate filter, such as, for example, thetiming and duration of filter regeneration events. In someimplementations, the particulate filter 142 and associated controlsystem is similar to, or the same as, the respective particulate filtersand control systems described in U.S. patent application Ser. Nos.11/227,320; 11/227,403; 11/227,857; and 11/301,998, which areincorporated herein by reference.

The SCR system 150 includes a reductant delivery system 151 thatincludes a reductant source 170, pump 180 and delivery mechanism 190.The reductant source 170 can be a container or tank capable of retaininga reductant, such as, for example, ammonia (NH₃), urea, diesel fuel, ordiesel oil. The reductant source 170 is in reductant supplyingcommunication with the pump 180, which is configured to pump reductantfrom the reductant source to the delivery mechanism 190. The deliverymechanism 190 can include a reductant injector schematically shown at192 positioned upstream of the SCR catalyst 152. The injector isselectively controllable to inject reductant directly into the exhaustgas stream prior to entering the SCR catalyst 152. In some embodiments,the reductant can either be ammonia or urea, which decomposes to produceammonia. As will be described in more detail below, in theseembodiments, the ammonia reacts with NO_(x) in the presence of the SCRcatalyst 152 to reduce the NO_(x) to less harmful emissions, such as N₂and H₂O. The SCR catalyst 152 can be any of various catalysts known inthe art. For example, in some implementations, the SCR catalyst 152 is avanadium-based catalyst, and in other implementations, the SCR catalystis a zeolite-based catalyst, such as a Cu-Zeolite or a Fe-Zeolitecatalyst. In one representative embodiment, the reductant is aqueousurea and the SCR catalyst 152 is a zeolite-based catalyst.

The AMOX catalyst 160 can be any of various flow-through catalystsconfigured to react with ammonia to produce mainly nitrogen. Generally,the AMOX catalyst 160 is utilized to remove ammonia that has slippedthrough or exited the SCR catalyst 152 without reacting with NO_(x) inthe exhaust. In certain instances, the system 10 can be operable with orwithout an AMOX catalyst. Further, although the AMOX catalyst 160 isshown as a separate unit from the SCR catalyst 152, in someimplementations, the AMOX catalyst can be integrated with the SCRcatalyst, e.g., the AMOX catalyst and the SCR catalyst can be locatedwithin the same housing.

The exhaust after-treatment system 100 includes various sensors, such astemperature sensors 124A-F, pressure sensor 126, oxygen sensor 162,NO_(x) sensors 164A-D, NH₃ sensors 166A-C, dual ammonia/NO_(x) sensors(not shown) and the like, that are disposed throughout the exhaust gasafter-treatment system. The various sensors may be in electricalcommunication with the controller 130 to monitor operating conditionsand control the engine system 10, including the exhaust after-treatmentsystem 100. In the illustrated embodiment, the exhaust gasafter-treatment system 100 includes NO_(x) sensor 164A upstream of theoxidation catalyst 140, NO_(x) sensor 164B embedded within the SCRcatalyst 152, NO_(x) sensor 164C intermediate the SCR catalyst and AMOXcatalyst 160, and NO_(x) sensor 164D downstream of the AMOX catalyst.Further, the illustrated exhaust gas after-treatment system 100 includesNH₃ sensor 166A upstream of the SCR catalyst 125, NH₃ sensor 166Bembedded within the SCR catalyst 152, and NH₃ sensor 166C downstream ofthe AMOX catalyst 160.

Although the exhaust after-treatment system 100 shown includes one of anoxidation catalyst 140, particulate filter 142, SCR catalyst 152, andAMOX catalyst 160 positioned in specific locations relative to eachother along the exhaust flow path, in other embodiments, the exhaustafter-treatment system may include more than one of any of the variouscatalysts positioned in any of various positions relative to each otheralong the exhaust flow path as desired. Further, although the oxidationcatalyst 140 and AMOX catalyst 160 are non-selective catalysts, in someembodiments, the oxidation and AMOX catalysts can be selectivecatalysts.

The controller 130 controls the operation of the engine system 10 andassociated sub-systems, such as the engine 11 and exhaust gasafter-treatment system 100. The controller 130 is depicted in FIG. 2 asa single physical unit, but can include two or more physically separatedunits or components in some embodiments if desired. Generally, thecontroller 130 receives multiple inputs, processes the inputs, andtransmits multiple outputs. The multiple inputs may include sensedmeasurements from the sensors and various user inputs. The inputs areprocessed by the controller 130 using various algorithms, stored data,and other inputs to update the stored data and/or generate outputvalues. The generated output values and/or commands are transmitted toother components of the controller and/or to one or more elements of theengine system 10 to control the system to achieve desired results, andmore specifically, achieve desired exhaust gas emissions.

The controller 130 includes various modules for controlling theoperation of the engine system 10. For example, the controller 130includes one or more modules for controlling the operation of theparticulate filter 142 as described above. The controller 130 alsoincludes one or more modules for controlling the operation of the SCRsystem 150. The controller 130 further includes one or more modules forcontrolling the operation of the engine 11. Additionally, in the eventthe oxidation catalyst 140 and AMOX catalyst 160 are selectivelycontrollable, the controller 130 can include one or more modules forcontrolling the operation of the respective oxidation and AMOXcatalysts.

Referring to FIG. 3, and according to one embodiment, the controller 130includes several modules for controlling operation of the SCR system 150to provide efficient reduction of NO_(x) during transient and steadystate operations, while reducing ammonia slip from the tailpipe. Morespecifically, the controller 130 includes a NO_(x) reduction targetmodule 300, at least one ammonia target module (e.g., feedforwardammonia target module 310 and feedback ammonia target module 344) areductant target module 330, an NH₃ storage module 350, an AMOX NH₃conversion module 380, a reductant limiting module 390, and a calibratedtailpipe NO_(x) module 397. Generally, the modules are independentlyand/or cooperatively operated to achieve optimal NO_(x) conversionefficiency on the SCR catalyst 152 while minimizing ammonia slip andurea consumption. The controller 130 is communicable in data receivingand/or transmitting communication with several sub-systems of the enginesystem 10, such as engine controls 167, PM filter system controls 168,and SCR system controls 169.

Referring to FIG. 4, the NO_(x) reduction target module 300 is operableto determine a NO_(x) reduction requirement 304. The NO_(x) reductionrequirement 304 represents the amount of NO_(x) that should be reducedfrom the exhaust gas stream on the SCR catalyst 152 to achieve apredetermined exhaust gas emissions limit. In other words, the NO_(x)reduction target module 300 determines the NO_(x) reduction requirement304 necessary to achieve the desired tailpipe NO_(x) level 306. Thedesired amount of NO_(x) at the tailpipe, e.g., desired tailpipe NO_(x)level 306 (see FIGS. 4 and 16), is representative of the amount ofNO_(x) allowed to exit the tailpipe pursuant to regulated emissionsstandards.

Generally, the NO_(x) reduction requirement 304 is expressed as thefraction of the NO_(x) in the exhaust gas stream to be reduced. TheNO_(x) reduction requirement can also be expressed in terms of a NO_(x)reduction rate or the rate at which NO_(x) should be reduced to achievethe predetermined exhaust gas emissions limit. In certainimplementations, the NO_(x) reduction target module 300 is communicablein data receiving communication with the NO_(x) sensor 164A to determinethe amount of NO_(x) present in the exhaust gas stream prior to enteringthe SCR catalyst 152. Alternatively, or additionally, in someimplementations, the amount of NO_(x) present in the exhaust gas streamcan be estimated via operation of an engine operating conditions module302. The engine operating conditions module 302 compares the operatingconditions of the engine 11 against a stored operating map containingpredetermined exhaust NO_(x) levels for various operating conditions ofthe engine to determine an estimated amount of NO_(x) in the exhaust gasstream. The NO_(x) reduction target module 300 compares the actual orestimated amount of NO_(x) in the exhaust gas stream at the engineoutlet to a desired level of NO_(x) 306 in the exhaust gas emitted fromthe tailpipe to determine the NO_(x) reduction requirement 304.

The controller 130 includes an ammonia target module operable todetermine an ammonia addition requirement. As defined herein, theammonia addition requirement is the amount of ammonia that should beadded to the exhaust gas stream to reduce the NO_(x) in the exhaust gasstream to the desired level for meeting the emissions standards. Incertain embodiments, the controller 130 includes the feedforward ammoniatarget module 310 for determining an ammonia addition requirement 326using a feedforward methodology (see FIG. 5A). In other embodiments, thecontroller 130 includes the feedback ammonia target module 344 fordetermining an ammonia addition requirement 348 using a feedbackmethodology (see FIG. 5B). In yet some embodiments, the controller 130includes both the feedforward ammonia target module 310 and the feedbackammonia target module 344.

Referring first to FIG. 5A, the feedforward ammonia target module 310receives as input the NO_(x) reduction requirement 304 from the NO_(x)reduction target module 311 (see FIG. 4), an NH₃ storage modifier 352from the NH₃ storage module 350 (see FIG. 10), and a current SCRcatalyst inlet NH₃ flow rate 335 from the reductant hydrolysis module333 (see FIG. 7) and utilized by the module 310 to determine the ammoniaaddition requirement 326. In the representative illustrated embodiment,the feedforward ammonia target module 310 includes a NO_(x) reductionefficiency module 312, an SCR catalyst inlet NO₂/NO_(x) ratio module314, an SCR catalyst inlet exhaust properties module 316, an SCRcatalyst bed temperature module 318, an SCR catalyst inlet NO_(x) module320, an SCR catalyst space velocity module 322, and a NO_(x) reductionreaction rate module 324.

The NO_(x) reduction efficiency module 312 is operable to determine themaximum efficiency of NO_(x) reduction on the SCR catalyst 152.Generally, the NO_(x) reduction efficiency module 312 considers adesired NO_(x) conversion efficiency and the condition of the SCRcatalyst.

The desired NO_(x) conversion efficiency can be any of variousefficiencies and be dependent on the difference between the amount ofNO_(x) in the exhaust gas stream at the engine outlet with the desiredamount of NO_(x) in the exhaust gas stream at the tailpipe outlet. Forexample, in some implementations, the desired NO_(x) conversionefficiency of the SCR catalyst 152 can be the efficiency necessary forachieving the desired tailpipe NO_(x) level 306 at the SCR catalystoutlet. However, in embodiments having an AMOX catalyst, the desiredNO_(x) conversion efficiency of the SCR catalyst 152 can be lower thanif no AMOX catalyst is being used because the AMOX catalyst can reduceammonia slipping from the SCR catalyst.

The condition of the SCR catalyst 152 affects the efficiency of the SCRcatalyst. The more degraded the condition of the SCR catalyst, the lowerthe maximum efficiency of NO_(x) reduction on the SCR catalyst 152.Accordingly, the NO_(x) reduction efficiency module 312 is operable tocompare the desired NO_(x) conversion efficiency with the maximum NO_(x)conversion efficiency of the SCR catalyst 152 and output the smaller ofthe two efficiencies to the feedforward ammonia target module 310. Thefeedforward ammonia target module 310 then utilizes the smaller of thedesired and maximum NO_(x) conversion efficiencies determined by theNO_(x) reduction efficiency module 312 to determine the ammonia additionrequirement 326. Generally, the lower the smaller NOx conversionefficiency, the lower the ammonia addition requirement 326.

The NO_(x) reduction efficiency module 312 can determine the maximumNO_(x) conversion efficiency of the SCR catalyst 152 in various ways,such as described in pending U.S. Provisional Patent Application No.61/120,297, filed Dec. 5, 2008, which is incorporated herein byreference. Moreover, the condition of the SCR catalyst 152 can beindicated by an SCR catalyst degradation factor. The SCR catalystdegradation factor can be determined by an SCR catalyst degradationfactor module, such as module 368 described below in relation to FIG.11, according to any of various ways. For example, the SCR catalystdegradation factor module can determine the SCR catalyst degradationfactor in a manner similar to that described in pending U.S. ProvisionalPatent Application No. 61/120,283, filed Dec. 5, 2008, which isincorporated herein by reference.

The SCR catalyst inlet NO₂/NO_(x) ratio module 314 is operable topredict the NO₂/NO_(x) ratio of the exhaust gas in the exhaust gasstream at the inlet of the SCR catalyst 152. In some implementations,the NO₂/NO_(x) ratio is expressed as the following ratio:

$\begin{matrix}\frac{{NO}_{2}}{{NO} + {NO}_{2}} & (1)\end{matrix}$where NO is the mass concentration of nitrogen monoxide in apredetermined volume of exhaust gas and NO₂ is the mass concentration ofnitrogen dioxide in the predetermined volume of exhaust gas.

The SCR catalyst inlet exhaust properties module 316 is operable todetermine various properties of the exhaust gas at the inlet of the SCRcatalyst 152. The properties can include, for example, the mass flowrate of the exhaust and the temperature of the exhaust. In someimplementations, the exhaust gas properties are predicted based onpredetermined exhaust property values for predetermined operatingconditions of the engine system 10. For example, the SCR catalyst inletexhaust properties module 316 can include an exhaust properties map,table or vector comparing predetermined exhaust property values withengine system operating conditions, such as the operating load and/orspeed of the engine 11. In certain implementations, the SCR catalystinlet exhaust properties module 316 determines the exhaust gasproperties by processing input from any of various sensors known in theart, such as mass flow and temperatures sensors.

The SCR catalyst bed temperature module 318 is operable to determine thebed temperature of the SCR catalyst 152. The bed temperature of the SCRcatalyst 152 can be determined based on one or more temperature sensorsembedded in the SCR catalyst, such as temperature sensor 124D, orpredicted by a module (see, e.g., AMOX catalyst bed temperature module386 of FIG. 13) that uses various operating parameters of the system,such as the exhaust gas mass flow rate and temperature before and afterthe SCR catalyst 152. Accordingly, although the illustrated embodimentsuse an SCR catalyst bed temperature sensor 124D for determining thetemperature of the SCR catalyst bed, in other embodiments, the sensor isreplaced or supplemented with an SCR catalyst bed temperature moduleoperable to predict or estimate the temperature of the SCR catalyst bed.

The SCR catalyst inlet NO_(x) module 320 is operable to determine theconcentration of NO_(x) in the exhaust gas at the inlet of the SCRcatalyst 152. The NO_(x) concentration can be predicted based onpredetermined exhaust conditions corresponding to predeterminedoperating conditions of the engine system 10. For example, the module320 can access an exhaust properties map, table or vector such asdescribed above to estimate the NO_(x) concentration in the exhaust.Alternatively, or additionally, the concentration of NO_(x) in theexhaust gas upon entering the SCR catalyst 152 can be measured using thefirst NO_(x) sensor 164A positioned upstream of the SCR catalyst.

The SCR catalyst space velocity module 322 is operable to determine thespace velocity of the SCR catalyst 152. Generally, the space velocity ofthe SCR catalyst 152 represents the amount of NO_(x) in the exhaust gasstream that is reactable within the SCR catalyst over a given time.Accordingly, the space velocity of the SCR catalyst 152 typically isrepresented in terms of per unit time, e.g., 1/hour, 1,000/hour, etc.The space velocity of the SCR catalyst 152 is based on various exhaustgas and catalyst conditions. For example, the space velocity can bebased at least partially on the volume and/or reaction, or bed, surfacearea of the SCR catalyst, and the density, viscosity and/or flow rate ofthe exhaust gas. In some implementations, the SCR catalyst spacevelocity module 322 determines the space velocity of the SCR catalyst152 by receiving inputs concerning operating conditions of the enginesystem 10, and, based on the operation conditions, obtaining the spacevelocity of the SCR for the given conditions by accessing a table or mapstored on the module. The table can include various predetermined spacevelocities obtained via experimental testing and calibration for a givenSCR catalyst operating under the various operating conditions achievableby the engine system 10.

The NO_(x) reduction reaction rate module 324 is operable to predict therate at which ammonia reacts with and reduces NO_(x) on the SCR catalyst152. The predicted NO_(x) reaction rate is at least partially dependenton the NO_(x) composition or concentration of the exhaust gas and thefrequency of the various types of NO_(x) reduction reactions occurringon the SCR catalyst 152. Generally, NO_(x) is reduced by ammonia in oneof the following three most active stoichiometric chemical reactions:

$\begin{matrix}\left. {{NH}_{3} + {\frac{1}{2}{NO}} + {\frac{1}{2}{NO}_{2}}}\rightarrow{N_{2} + {\frac{3}{2}H_{2}O}} \right. & (2) \\\left. {{NH}_{3} + {NO} + {\frac{1}{4}O_{2}}}\rightarrow{N_{2} + {\frac{3}{2}H_{2}O}} \right. & (3) \\\left. {{NH}_{3} + {\frac{3}{4}{NO}_{2}}}\rightarrow{{\frac{7}{8}N_{2}} + {\frac{3}{2}H_{2}O}} \right. & (4)\end{matrix}$

The predicted NO_(x) reaction rate is also at least partially dependenton the ammonia concentration rate, the bed temperature of the SCRcatalyst 152, and the space velocity of the SCR catalyst. Further, insome implementations, the predicted NO_(x) reaction rate is also atleast partially dependent on the degradation factor or condition of theSCR catalyst 152. The predicted NO_(x) reaction rate can be expressed asthe sum of a predicted NO_(x) reaction rate for reducing NO according toEquations 2 and 3 above and a predicted NO_(x) reaction rate forreducing NO₂ according to Equations 3 and 4 above.

Based at least partially on the desired NO_(x) conversion efficiency,the NO₂/NO_(x) ratio of the exhaust gas, the exhaust flow rate, thetemperature and condition of the SCR catalyst 152 bed, the amount ofNO_(x) and NH₃ at the inlet of the SCR catalyst, and the NO_(x)reduction reaction rate, the ammonia target module determines theammonia addition requirement 326. In some embodiments, the ammoniaaddition requirement 326 is also at least partially based on an NH₃storage modifier 352 determined by an NH₃ storage module 350 as will bedescribed in more detail below (see FIG. 7).

According to another embodiment shown in FIG. 5B, the ammonia additionrequirement, e.g., ammonia addition requirement 348, can be determinedby the feedback ammonia target module 344. The feedback ammonia targetmodule 344 receives as input the desired tailpipe NO_(x) level 306, theamount of NH₃ exiting the tailpipe as sensed by the tailpipe NH₃ sensor166C, the NH₃ storage modifier 352, and a calibrated tailpipe NO_(x)value 399 (see FIG. 16). Further, the feedback ammonia target module 344includes an exhaust flow properties module 345 and a tailpipe NO_(x)feedback module 347. In contrast to the feedforward ammonia targetmodule 310, the feedback ammonia target module 344 relies mainly on theproperties of the exhaust gas stream after passing through the SCRcatalyst 152 and adjusts the reductant dosing rate to compensate forerrors and inconsistencies in the SCR system 150.

The exhaust flow properties module 345 is operable to determine variousconditions of the exhaust gas stream, e.g., temperature, flow rate,etc., in a manner similar to that described above in relation to SCRcatalyst inlet exhaust properties module 316.

The tailpipe NO_(x) feedback module 347 is operable to determine atailpipe NO_(x) feedback value that can be utilized by the feedbackammonia target module 344 for determining the ammonia additionrequirement 348. The tailpipe NO_(x) feedback value accounts forinconsistencies in the SCR system 150, such as modeling errors, catalystaging, sensor aging, reductant concentration variations, reductantinjector delays, which can reduce the efficiency of the system.Therefore, the tailpipe NO_(x) feedback module 396 is operable tomodulate the tailpipe NO_(x) feedback value to increase the efficiencyof the SCR system 150 and achieve the desired NO_(x) conversionefficiency despite inconsistencies that may be present in the system.

The tailpipe NO_(x) feedback module 347 generates the tailpipe NO_(x)feedback value by comparing the sensed amount of NO_(x) as detected bythe tailpipe NO_(x) sensor 164D with the desired or targeted tailpipeNO_(x) amount 306. Accordingly, the tailpipe NO_(x) feedback value is atleast partially dependent on the difference between the sensed tailpipeNO_(x) and the targeted or desired tailpipe NO_(x) 306. Generally, thegreater the difference between the sensed tailpipe NO_(x) and thetargeted tailpipe NO_(x) 306, the higher the ammonia additionrequirement 348. For example, if the sensed amount of tailpipe NO_(x) isrelatively high compared to the targeted tailpipe NO_(x) 306, then thefeedback ammonia target module 344 can increase the ammonia additionrequirement 348. As will be explained in more detail below, an increasein the ammonia addition requirement 348 can result in more reductantbeing added to the exhaust gas stream for increased NO_(x) conversion onthe SCR catalyst 152. Conversely, if the sensed amount of tailpipeNO_(x) is relatively low compared to the targeted tailpipe NO_(x) 306,then the feedback ammonia target module 344 can decrease the ammoniaaddition requirement, which may consequently result in less reductantbeing added to the exhaust gas stream to conserve reductant, and thusincrease the efficiency of the SCR system 150.

In certain embodiments, because of the cross-sensitivity of some NO_(x)sensors to ammonia, the feedback ammonia target module 344 is utilizedby the SCR system 150 to generate the ammonia addition requirement onlywhen ammonia is not slipping from the SCR system 150, e.g., slipping outof the tailpipe. Whether ammonia is slipping from the tailpipe can besensed by the tailpipe NH₃ sensor 166C and/or predicted by the AMOX NH₃conversion module 380, as will be described in more detail below.

In certain embodiments, the controller 130 includes a control logicselection algorithm (not shown) configured to select one of the ammoniaaddition requirements 326, 348 to act as the ammonia additionrequirement for the SCR system 150 based at least partially on whetherNH₃ is slipping from the tailpipe. In other words, the module used fordetermining the ammonia addition requirement for the SCR system 150 isswitchable based on whether the SCR system is operating in a tailpipeNH₃ slip mode or a tailpipe NH₃ non-slip mode. More specifically, whenNH₃ is slipping from the tailpipe, the ammonia addition requirement 326determined by the feedforward ammonia target module 310 is communicatedto the reductant target module 330 and used in the determination of thereductant injection requirement 332 (see FIG. 8). Conversely, when NH₃is not slipping from the tailpipe, the ammonia addition requirement 348determined by the feedback ammonia target module 344 is communicated tothe reductant target module 330 and used in the determination of thereductant injection requirement 332. In some implementations, thecontrol logic selection algorithm of the controller 130 determines theammonia addition requirement based on a combination, e.g., an average,of the ammonia addition requirements 326, 348 regardless of whetherammonia is slipping from the tailpipe. In certain implementations, theammonia addition requirement 326 can be adjusted according to theammonia addition requirement 348.

In some embodiments, the feedback ammonia target module 344 includes asignal correction algorithm module 351 comprising an ammonia correctionfeature yielding a more accurate NO_(x) concentration at the tailpipewhen ammonia is slipping from the tailpipe, as a function of the signalfrom the tailpipe NO_(x) sensor 164D, the amount of ammonia slippingfrom the tailpipe, and an ammonia correction factor. Accordingly, insome implementations, the ammonia addition requirement 348 generated bythe feedback ammonia target module 344 can be communicated to thereductant target module 330 during operation in the tailpipe NH₃ slip ornon-slip mode.

FIG. 5C is a graph illustrating ammonia cross-sensitivity of the NO_(x)sensor 164D during steady-state operation of engine 11 over a period of30 minutes according to one exemplary embodiment. The urea dosing rate202 is graphed relative to the right vertical axis in ml/hr. An ammoniaslip signal 204 as received from NH₃ sensor 166C, and a plurality ofNO_(x) measurement signals (e.g. FTIR (Fourier Transform Infrared) SCRcatalyst outlet NO_(x) signal 206 as received from an external FTIRmonitoring device not subject to ammonia cross-sensitivity, SCR catalystinlet NO_(x) signal 208 as received from built-in NO_(x) sensor 164B,and SCR catalyst outlet NO_(x) signal 210 as received from built-inNO_(x) sensor 164D) are graphed relative to the left vertical axis inppm. Three consecutive phases of operation are shown, including phase Afor six minutes, phase B for 10 minutes, and phase C for 14 minutes.

In phase A the urea dosing rate 202A is zero. As a result, no NO_(x)reduction is taking place, and thus the SCR catalyst outlet NO_(x)signal 210A is equal to the SCR catalyst inlet NO_(x) signal 208A.Furthermore, because there is no ammonia slip 204A, the FTIR SCRcatalyst outlet NO_(x) signal 206A is in close agreement with the SCRcatalyst outlet NO_(x) signal 210A.

In phase B the urea dosing rate 202B is increased several fold above thestoichiometric level, thereby assuring substantial ammonia slip 204B, aswell as complete NO_(x) reduction as indicated by the FTIR SCR catalystoutlet NO_(x) signal 206B going to zero. As a result, the non-zero SCRcatalyst outlet NO_(x) signal 210B becomes solely indicative of theammonia cross-sensitivity of the NO_(x) sensor 164D, after a briefdownward spike due to initial ammonia storage by the catalyst, and atime lag between SCR catalyst outlet NO_(x) signal 210B and ammonia slip204B due to differing time constants associated with NO_(x) sensor 164Dand NH₃ sensor 166C respectively. With the signals thus stabilized, theammonia correction factor may then be determined from the ratio of theSCR catalyst outlet NO_(x) signal 210B to the ammonia slip 204B. The SCRcatalyst inlet NO_(x) signal 208B continues to remain constant, since itis upstream of the SCR catalyst 152 and the engine 11 is in steady-stateoperation.

In phase C the urea dosing rate 202C returns to zero. As in phase A, theSCR catalyst outlet NO_(x) signal 210C becomes equal to the SCR catalystinlet NO_(x) signal 208C, which continues to remain constant as in phaseB. Furthermore, because there is no ammonia slip 204C, the FTIR SCRcatalyst outlet NO_(x) signal 206C is once again in close agreement withthe SCR catalyst outlet NO_(x) signal 210C. Note that the time lagbetween SCR catalyst outlet NO_(x) signal 210C and ammonia slip 204C isdue to differing time constants associated respectively with NO_(x)sensor 164D and NH₃ sensor 166C.

FIG. 5D is a graph illustrating ammonia cross-sensitivity of the NO_(x)sensor 164D during a typical transient cycle of the engine system 10over a period of 1200 seconds (20 minutes). An ammonia slip signal 222is received from NH₃ sensor 166C, and a plurality of NO_(x) measurementsignals are received, including FTIR SCR catalyst outlet NO_(x) signal224 and CVS (Constant Volume Sampling) SCR catalyst outlet NO_(x) signal226 from external monitoring devices not subject to ammoniacross-sensitivity, and SCR catalyst outlet NO_(x) signals 228 and 230generated from respective built-in NO_(x) sensors 164D. In theillustrated embodiment, the SCR catalyst outlet NO_(x) signals 228 and230 are generated from respective NO_(x) sensors manufactured bydifferent suppliers. Two consecutive phases of operation are shown,including phase A for six minutes, and phase B for 6 minutes.

In phase A, the ammonia slip 222A is at or near zero. As a result, theFTIR and CVS SCR catalyst outlet NO_(x) signals 224A and 226A remain inclose agreement with the SCR catalyst outlet NO_(x) signals 228A and230A, nearly obscuring each other on the graph.

In phase B, the ammonia slip 222B varies significantly over time. As aresult, the SCR catalyst outlet NO_(x) signals 228B and 230B, whileremaining in close agreement with each other, are noticeably higher thanFTIR and CVS SCR catalyst outlet NO_(x) signals 224B and 226B, which arelikewise in close agreement with each other. As before, the differenceis indicative of ammonia cross-sensitivity, which permits thedetermination of an ammonia correction factor.

The ammonia correction factor, based on ammonia slip 222, may be appliedto SCR catalyst outlet NO_(x) signals 228 and 230, thereby bringing theminto closer agreement with the more accurate SCR catalyst outlet NO_(x)signals 224 and 226. This mathematical correlation, while visuallydiscernable to some extent in the transient graph of FIG. 5D, is not asclearly evident as in the steady-state graph of FIG. 5C, although theformer is more typical of engine system 10 operation.

In a further embodiment, the accuracy of the signal correction algorithm351 during typical operation of engine system 10 may be improved by theinclusion of a dithering feature. In one embodiment, this may beaccomplished by periodically modulating the urea dosing command when aknown system operating mode is reached and comparing the output of theNO_(x) sensor 164D with an estimate from an embedded model to determinethe ammonia cross-sensitivity and adjust the ammonia correction factoraccordingly.

FIG. 5E is a schematic flow chart diagram illustrating one embodiment ofa signal correction algorithm 351. The algorithm 351 starts 242 bysampling 244 the tailpipe NO_(x) signal from the NO_(x) sensor 164D.Sampling 244 the NO_(x) signal includes taking a sample of the tailpipeNO_(x) signal from the NO_(x) sensor 164D. The algorithm 351 proceeds tosample 246 the tailpipe NH₃ signal from the tailpipe NH₃ sensor 166C.Sampling 246 the tailpipe NH₃ signal includes taking a sample of the NH₃signal from the tailpipe NH₃ sensor 166C. In another embodiment, thetailpipe NH₃ signal may be predicted by the AMOX NH₃ conversion module380.

The algorithm 351 continues by determining 248 whether theaftertreatement exhaust system 100 is in a slip mode. If the tailpipeNH₃ signal, whether sensed or predicted, is non-zero, the system 100 isin slip mode and the algorithm proceeds to determine 250 an ammoniacorrection factor, multiply 252 the tailpipe NH₃ signal by thedetermined ammonia correction factor, and subtract 254 the multipliedtailpipe NH₃ signal from the tailpipe NO_(x) signal to yield a correctedNO_(x) signal.

If slip mode is not indicated at event 248, and the algorithm determines256 that the system 100 is in a known operating mode, meaning a set ofoperating conditions that are known by virtue of having been previouslymeasured and/or analytically modeled for use by algorithm 351, then ureadosing is modulated 258 for a short interval to create a known amount ofammonia slip. The tailpipe NO_(x) signal from the NO_(x) sensor 164D isagain sampled 260, and compared 262 with an estimate from an embeddedmodel. The ammonia correction factor is then adjusted 264 as necessaryto account for any discrepancy between the estimate and the tailpipeNO_(x) signal.

If a known operating mode is not indicated at event 256 and slip mode isnot indicated at event 248, then the NO_(x) signal is passed throughwithout correction and the ammonia correction factor is passed throughwithout adjustment, by proceeding directly to event 266. At event 266,it is determined whether operation of the algorithm 351 should continue.If determined at event 266 that operation should continue, then thealgorithm 351 returns to event 244 and the foregoing events arerepeated. If determined at event 266 that operation is not to continue,then the method 351 ends 268.

As described above, the controller 130 can utilize the feedforwardammonia target module 310, the feedback ammonia target module 344, orboth to determine an ammonia addition requirement for the SCR system150. Once determined, the ammonia addition requirement, e.g., ammoniaaddition requirement 326, ammonia addition requirement 348, orcombination of both, is communicated to the reductant target module 330,or more specifically, the inverse reductant hydrolysis module 334 of thereductant target module. As used hereafter, the ammonia additionrequirement communicated to the reductant target module 330 will bereferenced as the ammonia addition requirement 326. Nevertheless, it isrecognized that any reference to the ammonia addition requirement 326can be substituted with the ammonia addition requirement 348 or acombination of the ammonia addition requirements 326, 348.

Referring to FIG. 6, the reductant target module 330 includes areductant hydrolysis module 333 and an inverse reductant hydrolysismodule 334. As will be described in more detail below, the reductanthydrolysis module 333 is operable to determine a current SCR catalystinlet NH₃ flow rate 335 and a current SCR catalyst inlet HNCO flow rate336 based on the current reductant dosing rate (see FIG. 7). The currentSCR catalyst inlet NH₃ flow rate 335 and current SCR catalyst inlet HNCOflow rate 336 are then communicated to other various modules of thecontrol system 150. In contrast to the reductant hydrolysis module 333,the inverse reductant hydrolysis module 334 is operable to receive theammonia addition requirement 326 from the ammonia target module 310 anddetermine a reductant injection requirement or dosing rate 332, i.e.,the amount of reductant necessary to achieve the ammonia additionrequirement 326 (see FIG. 8). Based on the reductant injectionrequirement 332, the controller 130 commands the SCR system controls toinject an amount of reductant corresponding to the reductant injectionrequirement 332. In some embodiments, the reductant injectionrequirement is modified as described in U.S. Provisional PatentApplication No. 61/120,304, filed Dec. 5, 2008, which is incorporatedherein by reference.

The reductant can be any of various reductants known in the art. Forexample, in one implementation, the reductant is ammonia. In otherimplementations, the reductant is urea, which breaks down into ammoniaand other components as will be described in more detail below.

Referring back to FIG. 7, the reductant hydrolysis module 333 includesan NH₃ conversion efficiency table 337, an isocyanic acid (HNCO)conversion efficiency table 338, and an SCR catalyst inlet exhaustproperties module 339. The SCR catalyst inlet exhaust properties module339 is operable to determine the mass flow rate of the exhaust gasstream in a manner similar to that described above in relation to SCRcatalyst inlet exhaust properties module 316 of FIG. 5. The reductanthydrolysis module 333 is communicable in data receiving communicationwith the reductant delivery mechanism 190 for receiving a currentreductant dosing rate 383 and the exhaust temperature sensor 124B forreceiving the temperature of the exhaust.

As described above, in implementations where the reductant is urea, thereductant hydrolysis module 333 is operable to determine the amount ofammonia and isocyanic acid entering the SCR catalyst 152. According toone embodiment, the reductant hydrolysis module 333 is operable tofollow the schematic flow chart 400 of FIG. 9 to determine the currentSCR catalyst inlet NH₃ and HNCO flow rates 335, 336, respectively. Theexhaust temperature is sensed, such as by the temperature sensor 124B,or estimated, at 410 and the exhaust mass flow rate is estimated by theSCR catalyst inlet exhaust properties module 339 at 420. Based at leastpartially on the exhaust temperature determined at 410 and the exhaustmass flow rate determined at 420, the conversion efficiency of urea toNH₃ is determined at 430 and the conversion efficiency of urea toisocyanic acid (HNCO) is determined at 440. Accordingly, the conversionefficiencies of urea to NH₃ and isocyanic acid are a function of theexhaust gas temperature and mass flow rate. The NH₃ and HNCO conversionefficiencies are determined by comparing the exhaust gas temperature andmass flow rate to one or more predetermined efficiency values listed onNH₃ and HNCO conversion efficiency look-up tables 337, 338,respectively.

According to the reductant injection requirement 332 received by the SCRinlet ammonia and isocyanic acid module 360 from the reductant targetmodule 330, urea is injected into the exhaust gas stream by a ureainjector at 450. The urea is mixed with the exhaust gas stream flowingthrough an exhaust pipe between the urea injector and the surface of SCRcatalyst 152. As the urea flows along the exhaust pipe, it reacts withthe exhaust gas to form NH₃ at 460 and HNCO at 470. The NH₃ and HNCO inthe exhaust gas stream then enter the SCR catalyst 152 as the currentSCR catalyst inlet NH₃ flow rate 335 and current SCR catalyst inlet HNCOflow rate 336, respectively. After the HNCO enters the SCR catalyst 152,the catalyst bed promotes a reaction between at least a portion of theHNCO and water (H₂O) in the exhaust gas stream to form additional NH₃ at480. The current SCR catalyst inlet NH₃ flow rate 335 and the currentHNCO to NH₃ flow rate 341, i.e., the NH₃ from the conversion of HNCO toNH₃ occurring within the SCR catalyst 152 at 480, are combined toprovide an estimation of the total amount of ammonia within the SCRcatalyst, e.g., the current SCR catalyst NH₃ flow rate 343. Theestimated amount of HNCO that is not converted to NH₃ at 480 flowsthrough and out of the SCR catalyst 152 at an SCR catalyst outlet HNCOflow rate 349.

As discussed above, the amount of urea converted to NH₃ is at leastpartially dependent on the NH₃ conversion efficiency. In an idealsituation, the NH₃ conversion efficiency is 100% such that the all theurea converts to 2-parts ammonia and 1-part carbon dioxide without anyintermediate conversion to HNCO according to the following equation:NH₂—CO—NH₂(aq)+H₂O→2NH₃(g)+CO₂  (5)

In actuality, the NH₃ conversion efficiency is typically less than 100%such that the urea converts to ammonia and isocyanic acid according tothe following equation:NH₂—CO—NH₂(s)→NH₃(g)+HNCO(g)  (6)

The remaining isocyanic acid converts to ammonia and carbon dioxide CO₂according to the HNCO conversion efficiency. In ideal situations, theHNCO conversion efficiency is 100% such that all the isocyanic acidconverts to 1-part ammonia and 1-part carbon dioxide within the SCRcatalyst 152 according to the following equation:HNCO(g)+H₂O(g)→NH₃(g)+CO₂(g)  (7)

Typically, however, the HNCO conversion efficiency is less than 100%such that some of the HNCO is converted to ammonia and carbon dioxideand the remaining portion of HNCO is unconverted within the SCR catalyst152.

The flow rate of NH₃ into the SCR catalyst 152 ({dot over (n)}_(NH) ₃(s)) per flow rate of injected urea ({dot over (n)}_(urea)(s)) isestimated according to the following equation:

$\begin{matrix}{\frac{{\overset{.}{n}}_{{NH}_{3}}(s)}{{\overset{.}{n}}_{urea}(s)} = {\frac{1}{{\tau\; s} + 1}\left( {1 - {\mathbb{e}}^{{- x}/L}} \right){\eta_{{NH}_{3}}\left( {\overset{.}{m},T} \right)}}} & (8)\end{matrix}$where τ is the mixing time constant, s is a complex variable used forLaplace transforms, L is the characteristic mixing length, x is thedistance from the urea injector to the SCR catalyst inlet or face, andη_(NH) ₃ is the NH₃ conversion efficiency from urea, which is based onthe mass flow rate ({dot over (m)}) and temperature (T) of the exhaustgas. The complex variable s can be expressed as σ+jω, where σ representsthe amplitude and ω represents the frequency of a sinusoidal waveassociated with a given urea dosing rate input. The mixing time constantis predetermined based at least partially on the Federal Test Procedure(FTP) heavy-duty transient cycle for emission testing of heavy-dutyon-road engines. Assuming 100% conversion efficiency, the mixing timeconstant is tuned with the FTP data to eliminate transient mismatches.The characteristic length L is defined as the major linear dimension ofthe exhaust pipe that is substantially perpendicular to the exhaust gasflow. For example, for a cylindrical exhaust pipe, the major lineardimension is the diameter of the pipe. In some embodiments, the distancefrom the urea injector to the SCR catalyst face x is between about 5 and15 times the characteristic length. In specific implementations, thedistance x is about 10 times the characteristic length.

Similarly, the flow rate of isocyanic acid (HNCO) into the SCR catalyst152 ({dot over (n)}_(HNCO)(s)) per flow rate of injected urea ({dot over(n)}_(urea)(s)) is estimated according to the following equation:

$\begin{matrix}{\frac{{\overset{.}{n}}_{HNCO}(s)}{{\overset{.}{n}}_{urea}(s)} = {\frac{1}{{\tau\; s} + 1}\left( {1 - {\mathbb{e}}^{{- x}/L}} \right){\eta_{HNCO}\left( {\overset{.}{m},T} \right)}}} & (9)\end{matrix}$where η_(HNCO) is the HNCO conversion efficiency from urea. Theconversion efficiencies of urea to ammonia (η_(NH) ₃ ) and urea toisocyanic acid (η_(HNCO)) is predetermined based on operating parametersof the engine system 10. In some implementations, the conversionefficiencies are tuned by comparing a measurement of the NH₃ and HNCO atthe inlet of the SCR catalyst 152 with the expected amount of NH₃ andHNCO based on the stoichiometric reaction of Equation 6 while dosingurea into exhaust at specific mass flow rates and temperatures.

Referring now to FIG. 8, based at least partially on the ammoniaaddition requirement 326 received from the ammonia target module 310,the inverse reductant hydrolysis module 334 of the reductant targetmodule 330 is operable to determine the reductant injection requirement332 to achieve the ammonia addition requirement 326 generated by theammonia target module 310. In some implementations, the process used bythe inverse reductant hydrolysis module 334 to determine the reductantinjection requirement 332 is similar to the process illustrated in flowchart 400, but inverted. In other words, the same techniques used inflow chart 400 to determine the current SCR catalyst inlet NH₃ flow rate335 can be used to determine the reductant injection requirement 332,but in a different order.

For example, in the flow chart 400, the actual urea dosing rate is knownand used to determine the flow of NH₃ into the SCR catalyst 152. Incontrast, in the process used by the inverse reductant hydrolysis module334, the ammonia addition requirement 326, e.g., the desired orestimated flow of NH₃ into the SCR catalyst 152, is known and used todetermine the corresponding reductant injection requirement, e.g.,dosing rate, necessary to achieve the desired NH₃ flow rate. Thereductant injection requirement 332 is determined by predicting thehydrolysis rates and conversion efficiencies of urea to NH₃ and HNCObased on the temperature and mass flow rate of the exhaust gas stream.For example, the inverse reductant hydrolysis module 334 can include anNH₃ conversion efficiency table, HNCO conversion efficiency table, andan SCR catalyst inlet exhaust properties module similar to the reductanthydrolysis module 333. Alternatively, the inverse reductant hydrolysismodule 334 can access the NH₃ conversion efficiency table 337, HNCOconversion efficiency table 338, and output of the SCR catalyst inletexhaust properties module 339 of the reductant hydrolysis module 333.

In some implementations, with the desired flow rate of NH₃ into the SCRcatalyst 152 ({dot over (n)}_(NH) ₃ (s)), e.g., the ammonia additionrequirement, known, the reductant injection requirement 332 isdetermined from Equation 8 above by solving for the flow rate ofinjected urea {dot over (n)}_(urea)(s). In one specific implementation,the reduction injection requirement 332 expressed in terms of mL/hr ofurea is approximately equal to:

$\begin{matrix}{{\frac{mL}{hr}{Urea}} \approx {1.85*{f(a)}*\overset{.}{m}\;{NO}_{x}}} & (10)\end{matrix}$where {dot over (m)}NO_(x) is equal to the mass flow rate of the totalamount of NO_(x) in the exhaust gas stream expressed in terms ofgrams/hour and f(a) is a non-dimensional piecewise function where a isequal to the NO₂/NO_(x) ratio expressed above in Equation 1. When NO isgreater than or equal to NO₂, i.e., NO₂/NO_(x)≦0.5,f(a) is equal toabout one, and when NO is less than or equal to NO₂, i.e.,NO₂/NO_(x)≧0.5 f(a) is equal to:

$\begin{matrix}\frac{2\left( {a + 1} \right)}{3} & (11)\end{matrix}$

In another specific embodiment, the reduction injection requirement 332is determined based on the ideal stoichiometric conversion of urea toammonia and the ideal stoichiometric reduction of NO_(x) on the SCRcatalyst 152. When the level of NO in the exhaust gas stream is greaterthan or equal to the level of NO₂ in the exhaust gas, the amount of ureafor reducing one gram of NO_(x) is represented by Equation 12 below.When the level of NO in the exhaust gas is less than or equal to thelevel of NO₂ in the exhaust gas, the amount of urea for reducing onegram of NO_(x) is represented by Equation 13 below, where a is equal tothe NO₂/NO_(x) ratio expressed above in Equation 1. As used in Equations12 and 13, MW_(Urea) is the molecular weight of the urea to be injectedand MW_(NOx) is the molecular weight of NO_(x) in the exhaust gasstream.

$\begin{matrix}{0.5*\left( \frac{M\; W_{Urea}}{M\; W_{NOx}} \right)} & (12) \\{0.5*\left( \frac{M\; W_{Urea}}{M\; W_{NOx}} \right)*\frac{2\left( {a + 1} \right)}{3}} & (13)\end{matrix}$

Based on Equations 12 and 13, the flow rate of urea in terms of gramsper second can be expressed in terms of the mass flow rate ofNO_(x)({dot over (m)}_(NOx)) in the exhaust gas stream. For example,when the amount of NO in the exhaust gas stream is more than or equal tothe amount of NO₂ in the exhaust gas stream, the flow rate of urea canbe expressed according to the following equation:

$\begin{matrix}\frac{{\overset{.}{m}}_{NOx}}{0.5*\left( \frac{M\; W_{Urea}}{M\; W_{NOx}} \right)} & (14)\end{matrix}$where MW_(Urea) is the molecular weight of urea, and MW_(NOx) is themolecular weight of NO_(x) in the exhaust gas stream. When the amount ofNO in the exhaust gas stream is less than or equal to the amount of NO₂in the exhaust gas stream, the flow rate of urea can be expressedaccording to the following equation:

$\begin{matrix}\frac{{\overset{.}{m}}_{NOx}}{0.5*\left( \frac{M\; W_{Urea}}{M\; W_{NOx}} \right)\frac{2\left( {a + 1} \right)}{3}} & (15)\end{matrix}$

In some implementations, the inverse reductant hydrolysis module 334 iscommunicable in data receiving communication with the reductant limitingmodule 390 to receive a reductant limiting requirement 342 (see FIG.15). As will be described in more detail below, the reductant limitingrequirement 342 includes instructions for increasing or decreasing thereductant injection requirement 332 based on whether one or morereductant limiting conditions are present. Accordingly, the inversereductant hydrolysis module 334 is operable to modify the reductantinjection requirement 332 according to the reductant limitingrequirement 342.

Referring to FIG. 10, the NH₃ storage module 350 is operable todetermine an ammonia storage modifier or storage compensation command352. Generally, the ammonia storage modifier 352 includes informationregarding the state of ammonia storage on the SCR catalyst 152. Morespecifically, the ammonia storage modifier 352 includes instructions onwhether ammonia entering the SCR catalyst 152 should be increased ordecreased, e.g., whether the ammonia addition requirement should beincreased or decreased. The ammonia target module 310 is communicable indata receiving communication with the NH₃ storage module 350 to receivethe ammonia storage modifier 352 as an input value. Based on the ammoniastorage modifier 352, the ammonia target module 310 is operable toadjust, e.g., increase or decrease, the ammonia addition requirement 326to compensate for modulations in the ammonia storage level on the SCRcatalyst 152 and maintain a sufficient amount of stored NH₃ on the SCRcatalyst for transient operations of the engine 11.

As discussed above, the performance of the SCR system 150 is defined bythe conversion efficiency of NO_(x) in the exhaust gas stream and theamount of ammonia that has slipped out of the tail-pipe over bothsteady-state and transient duty cycles. During transient duty cycles,the response of conventional control systems that monitor only theNO_(x) level at the tailpipe outlet typically are limited by thedynamics of the reductant dosing system, the cross-sensitivity of theNO_(x) sensor to NH₃, and other factors. Accordingly, conventionalcontrol systems may have unstable feedback controls during transientduty cycles. To improve the response and feedback controls duringtransient duty cycles, the SCR system 150 utilizes NH₃ stored on the SCRcatalyst to manage transient NO_(x) spikes that may occur duringtransient operation or cycles of the engine 11. Further, NH₃ stored onthe SCR catalyst 152 can be used to reduce NO_(x) when engine systemoperating conditions, such as low SCR catalyst bed temperatures, requirea reduction or elimination of reductant dosing. The NH₃ storage module350 is configured to monitor and regulate the amount of ammonia storedon the SCR catalyst 152 such that a sufficient amount of stored NH₃ ismaintained on the SCR catalyst to accommodate transient NO_(x)variations and low catalyst bed temperatures as well as reduce NH₃ slip.

The NH₃ storage module 350 includes a current NH₃ storage level module354 and a target NH₃ storage level module 356. The modules 354, 356process one or more inputs received by the NH₃ storage module 350 aswill be explained in more detail below. For example, referring to FIG.11, the current NH₃ storage level module 354 is communicable in datareceiving communication with several sensors for receiving data sensedby the sensors. In the illustrated embodiment, the several sensorsinclude at least the SCR catalyst bed temperature sensor 124C, NH₃sensors 166A-C, and NO_(x) sensors 164A-D. The current NH₃ storage levelmodule 354 also is capable of receiving an AMOX NH₃ conversioncapability 382 value and a calibrated tailpipe NO_(x) value 399 as willbe described in further detail below.

The current NH₃ storage level module 354 also includes an SCR catalystinlet exhaust properties module 358, an NH₃ flux module 364, an SCRcatalyst inlet NO₂/NO_(x) ratio module 366, an SCR catalyst degradationfactor module 368, an SCR catalyst NH₃ slip module 369, and an NH₃desorption module 375. Based on input received from the sensors 124C,166A, -C, 164A-D, the AMOX NH₃ conversion capability 382 (if an AMOXcatalyst is used), the tailpipe NO_(x) feedback value 399, and operationof the modules 358, 364, 366, 368, 369, 375, the current NH₃ storagelevel module 354 is operable to determine the current NH₃ storage level370 (e.g., an estimate of the current amount of NH₃ stored on the SCRcatalyst 152 based at least partially on the SCR catalyst bedtemperature), the current NH₃ slip 372 (e.g., an estimate of the currentamount of NH₃ exiting the SCR catalyst), and the NH₃ maximum storagecapacity 374 (e.g., an estimate of the maximum amount of NH₃ capable ofbeing stored on the SCR catalyst based under current conditions). Thefraction of the available storage on the SCR catalyst that is filled canbe determined by dividing the current NH₃ storage level 370 by the NH₃maximum storage capacity 374.

The NO_(x) sensor 164B being embedded within the SCR catalyst 152provides several advantages over prior art systems. For example, placingthe NO_(x) sensor 164B inside the SCR catalyst 152 improves themonitoring of stored ammonia on the catalyst by reducing thesignal-to-noise ratio of the NO_(x) sensor. The NO_(x) sensor 164B canbe used with other NO_(x) sensors in the exhaust aftertreatment system100 to quantify the spatial distribution of stored ammonia.

The SCR catalyst inlet exhaust properties module 358 is similar to SCRcatalyst inlet exhaust properties module 316 of the ammonia targetmodule 310. For example, the exhaust properties module 358 is operableto determine various properties of the exhaust, such as the temperatureand flow rate of the exhaust.

The NH₃ flux module 364 is operable to determine the rate at which NH₃flows into the SCR catalyst 152. The NH₃ flux module 364 can alsoprocess data concerning the amount of NH₃ present at the tailpipe outletas sensed by the NH₃ sensor 166C. The NH₃ sensor 166C at the tailpipeoutlet assists in the measurement and control of the tailpipe NH₃ slipby providing information regarding the tailpipe NH₃ slip to variousmodules of the controller 130. In some instances, the modules, e.g., thetarget NH₃ storage level module 356 and the reductant limiting module390, adjust the urea dosing rate and the ammonia storage targets basedat least partially on the tailpipe NH₃ slip information received fromthe NH₃ sensor.

The SCR catalyst inlet NO₂/NO_(x) ratio module 366 is similar to the SCRcatalyst inlet NO₂/NO_(x) ratio module 314 of the ammonia target module310. For example, the SCR catalyst inlet NO₂/NO_(x) ratio module 366 isoperable to predict the NO₂/NO_(x) ratio of the exhaust gas in theexhaust gas stream according to Equation 1.

The SCR catalyst degradation factor module 368 is operable to determinea degradation factor or condition of the SCR catalyst 152 in a mannerthe same as or similar to the NO_(x) reduction efficiency module 312 ofthe ammonia target module 310 described above.

According to one embodiment, the current NH₃ storage level module 354determines the estimated current NH₃ storage level 370 by utilizing, atleast in part, the current condition of the SCR catalyst bed, the sizeand properties of the SCR catalyst bed, and the ammonia flux enteringthe SCR catalyst. Referring to FIG. 12, and according to one exemplaryembodiment, the NH₃ storage level module 354 utilizes the schematic flowchart 500 to determine the current NH₃ storage level 370 on the SCRcatalyst 152. The reductant target module 330 is operable to determinethe reductant injection requirement 332, e.g., urea dosing rate, at 510.Alternatively, the current NH₃ storage level module 354 is communicablein data receiving communication with the reductant delivery mechanism190 for receiving the current reductant dosing rate 383. The SCRcatalyst bed temperature sensor 124C senses, or a bed temperature moduleestimates, the temperature of the SCR catalyst bed temperature at 520.

Based at least partially on the temperature of the SCR catalyst bed asdetermined at 520, the NH₃ maximum storage capacity 374 is generated bythe current NH₃ storage level module 354 at 530. The NH₃ maximum storagecapacity 374 is dependent on the temperature of the SCR catalyst bed andcan be determined by comparing the SCR catalyst bed temperature againsta pre-calibrated look-up table. The urea dosing rate, which correspondsto the ammonia flux entering the SCR catalyst 152, and SCR catalyst bedtemperature are used to determine an NH₃ fill-up or adsorption timeconstant and the SCR catalyst bed temperature and NO_(x) flux are usedto determine an NH₃ removal or desorption time constant. The timeconstants can be retrieved from respective look-up tables 540, 550stored on, for example, the current NH₃ storage level module 354.

A determination of the SCR catalyst mode is made at 560. Based onwhether the SCR catalyst 152 is in an NH₃ fill-up mode or an NH₃ removalmode, the corresponding time constant (τ) is used to calculate thecurrent NH₃ storage level (NH₃Storage) at 570 according to the followingfirst order dynamics equation:

$\begin{matrix}{{{NH}_{3}{Storage}} = {{NH}_{3}{{Storage}_{MAX}\left( \frac{1}{{\tau\; s} + 1} \right)}}} & (16)\end{matrix}$where NH₃Storage_(MAX) is the NH₃ maximum storage capacity 374 of theSCR catalyst 152 and s is the complex variable used for Laplacetransforms. In other words, if it is determined at 560 that more ammoniashould be stored on the SCR catalyst 152, the NH₃ adsorption timeconstant determined at 540 is used in Equation 16 to determine thecurrent NH₃ storage level 370. Alternatively, if it is determined at 560that ammonia should be removed from the SCR catalyst 152, the NH₃desorption time constant determined at 550 is used in Equation 16 todetermine the current NH₃ storage level 370. Accordingly, the currentNH₃ storage level 370 is at least partially based on the ammonia flux,temperature of the catalyst and degradation of the catalyst.

In at least one embodiment, the storage mode, e.g., fill-up or removalmode, of the SCR catalyst 152 is determined by the NH₃ storage module350 by comparing the NH₃ maximum storage capacity 374 with the currentNH₃ storage level 370. If the NH₃ maximum storage capacity 374 is lessthan the current NH₃ storage level 370 then the SCR catalyst 152 is inthe desorption mode. Similarly, if the NH₃ maximum storage capacity 374is more than the current NH₃ storage level 370 then the SCR catalyst 152is in the adsorption mode.

The look-up tables utilized at 540, 550 include a listing of theadsorption and desorption time constants, respectively, corresponding tovarious possible urea dosing rates and SCR catalyst bed temperatures. Incertain implementations, the adsorption time constants can be calibratedusing steady-state testing. For example, the engine 11 can be run atspecific steady state modes such that the temperature of SCR catalystbed reaches and is held at a specific temperature corresponding to eachmode. Prior to reaching each mode, the SCR catalyst 152 is clean suchthat the catalyst bed does not contain stored ammonia, i.e., the amountof NO_(x) coming out of the engine is the same as the amount of NO_(x)coming out of the SCR catalyst. For each respective mode, the reductanttarget module 330 is operable to communicate to the reductant deliverymechanism 190 to inject an amount of reductant necessary to achieve 100%conversion of NO_(x). The amount of reductant can vary for differentstoichiometric reactions rates ranging, for example, between about 0.5to about 2.0. The amount of time between the initial reductant dosingand ammonia slippage from the SCR catalyst 152 is determined for eachmode at each stoichiometric reaction dosing rate and used to calibratethe adsorption time constants in the NH₃ fill-up time constant table.

The desorption time constants in the NH₃ removal time constant table canbe calibrated during the same test used for calibrating the adsorptiontime constants. For example, after NH₃ begins to slip from the SCRcatalyst 152 as described above, the NH₃ slip and NO_(x) leaving the SCRcatalyst are monitored until they stabilize or become constant. Once theNH₃ slip and SCR catalyst outlet NO_(x) are stable, the urea dosing isdiscontinued and the amount of time between discontinuation of ureadosing and the SCR catalyst outlet NO_(x) to equal the engine outletNO_(x) is determined for each mode at each stoichiometric reactiondosing rate.

If desired, the adsorption and desorption time constants can be furthercalibrated to compensate for transient operation of the engine 11. Forexample, the Fourier Transform Infrared (FTIR) measurements of ammoniaslip values and the time between the beginning of a transient FTP cycleand slippage from the SCR catalyst can be used to fine-tune theadsorption and desorption time constants. More specifically, the timeconstants can be adjusted based on a least squares approach that canprovide the best first order model fit to the transient data.

The target NH₃ storage level module 356 is operable to determine atarget NH₃ storage level based at least in part on the NH₃ maximumstorage capacity 374 determined by the current NH₃ storage level module354. Generally, the target NH₃ storage level module 356 determines thetarget NH₃ storage level by multiplying the NH₃ maximum storage capacity374 by an ammonia storage level fraction. The ammonia storage levelfraction can be any of various fractions, such as fifty percent,seventy-five percent, ninety percent, and one-hundred percent. Theammonia storage level fraction is determined based at least partially onthe SCR catalyst degradation factor and user defined maximum allowableammonia slip.

Once the current NH₃ storage level 370 and the target NH₃ storage levelare determined, the NH₃ storage module 350 utilizes the current NH₃storage level 370 as feedback and compares the current NH₃ storage leveland the target NH₃ storage level. If the current NH₃ storage level isless than the target NH₃ storage level, the ammonia storage modifier 352is set to a positive value. If the current NH₃ storage level 370 is morethan the target NH₃ storage level, the ammonia storage modifier 352 isset to a negative value. The positive and negative values can varydepending on how much less or more the current NH₃ storage level 370 iscompared to the target NH₃ storage level. The ammonia storage modifier352 is communicated to the ammonia target module 310 (see FIG. 5). Anammonia storage modifier 352 with a positive value indicates to theammonia target module 310 that the ammonia addition requirement 326should be correspondingly increased. In contrast, an ammonia storagemodifier 352 with a negative value indicates to the ammonia targetmodule 310 that the ammonia addition requirement 326 should becorrespondingly decreased.

The amount of NH₃ storage on the catalyst 152 can be controlled bycontrolling any of various inputs into the SCR system 150. For example,referring to FIG. 12, the amount of ammonia storage on the SCR catalyst152 is dependent on the following separately controllable factors: theurea dosing rate, the SCR catalyst bed temperature, and the SCR catalystmaximum capacity. Accordingly, the controller 130 can be operable toselectively or cooperatively control the current NH₃ storage level onthe SCR catalyst 152.

The ammonia storage modifier 352 also can be adjusted according to thecurrent NH₃ storage slip 372, the presence or absence of an AMOXcatalyst, such as AMOX catalyst 160, and if an AMOX catalyst is used,the conversion capability 382 of the AMOX catalyst.

According to one embodiment, the SCR catalyst ammonia slip module 369determines the estimated current NH₃ slip 372 from the SCR catalyst 152by utilizing, at least in part, the ammonia and NO_(x) flux entering thecatalyst, the size and properties of the SCR catalyst bed, and the ratioof NO to NO₂. Referring to FIG. 13, and according to one exemplaryembodiment, the ammonia slip module 369 utilizes the schematic flowchart 600 to determine the current NH₃ slip 372 from the SCR catalyst152. The amount of NO_(x) at the inlet of the SCR catalyst 152 isdetermined at 610 and the amount of NO_(x) at the outlet of the SCRcatalyst is determined at 614. The NO_(x) inlet amount can be sensed bythe NO_(x) sensor 164A and the NO_(x) outlet amount can be sensed by theNO_(x) sensor 164C or NO_(x) sensor 164D. To account for any degradationof the sensor 164D, the output of the NO_(x) sensor 164D can becalibrated as described above in relation to calibrated tailpipe NO_(x)module 397. The ratio of NO to NO₂ in the exhaust gas stream at theinlet of the SCR catalyst 152 is determined at 612 and the ratio of NOto NO₂ in the exhaust gas stream at the outlet of the SCR catalyst isdetermined at 616. In some implementations, the SCR catalyst NO₂/NO_(x)ratio module 366 is operable to determine the NO to NO₂ ratios at theinlet and outlet of the SCR catalyst 152, respectively.

At 620, the amount of ammonia consumed within the SCR catalyst 152 iscalculated based on the net loss, e.g., conversion, of NO and NO₂ fromthe exhaust gas stream. In some implementations, the calculation isperformed by the current NH₃ storage level module 354. Based at leastpartially on the flow of NH₃ into the SCR catalyst 152 determined at 630and the amount of ammonia consumed within the SCR catalyst 152, theexcess amount of NH₃ within the SCR catalyst is estimated at 640. Asdescribed above, the amount of NH₃ flowing into the SCR catalyst 152 canbe determined by utilizing flow chart 400 of FIG. 10.

Further, based at least partially on the current NH₃ storage level 370determined at 650, the flow rate of the exhaust gas stream into andthrough the SCR catalyst 152 determined at 652, and the temperature ofthe SCR catalyst bed determined at 653, the amount of ammonia desorbedfrom the bed of the SCR catalyst 152 is estimated at 660. Generally,desorption of ammonia occurs when there is a specific increase in thetemperature of the SCR catalyst bed. The amount of temperature increasenecessary to effect desorption of ammonia is at least partiallydependent on the condition and type of SCR catalyst being used. As shownin FIG. 11, the current NH₃ storage level module 354 can include thedesorbed NH₃ module 375, which is operable to estimate the amount ofammonia desorbed from the bed of the SCR catalyst 152. In certainimplementations, the NH₃ storage level module 354 estimates the amountof ammonia desorbed from the SCR catalyst bed based on the excess NO_(x)flux available for reduction reaction on the SCR catalyst surface.

Based at least partially on the excess amount of NH₃ within the SCRcatalyst 152, the amount of NH₃ desorbed from the SCR catalyst bed, andthe amount of NH₃ stored on the SCR catalyst relative to the NH₃ maximumstorage capacity 374 of the catalyst, i.e., the fraction of the SCRcatalyst occupied by stored ammonia, the amount of NH₃ slipping from theSCR catalyst is estimated at 680. The amount of NH₃ slipping from theSCR catalyst 152 is equal to the sum of the excess amount of NH₃determined at 640 and the desorbed amount of NH₃ determined at 660. Thefraction of the SCR catalyst occupied by stored ammonia is determined at670 by dividing the NH₃ stored on the catalyst as determined at 650 bythe NH₃ maximum storage capacity determined, for example, at 530 of flowdiagram 500. Generally, if the total amount of NH₃ stored on the SCRcatalyst 152 is greater than the NH₃ maximum storage capacity 374, i.e.,the ammonia stored fraction determined at 670 is greater than one, thenammonia slip from the catalyst is occurring and the amount of slip isdetermined at 680. If the total amount of NH₃ within the SCR catalyst isless than the NH₃ maximum storage capacity 374, i.e., the ammonia storedfraction is less than one, then ammonia slip is not occurring and theamount of ammonia slip is not calculated at 680. In other words, theanalytical model used to compute the ammonia slip at 680 does not becomeactive until the SCR catalyst 152 is full with ammonia, or the SCRcatalyst bed temperature and rate of increase of the SCR catalyst bedtemperatures are above predetermined thresholds.

The amount of NH₃ slip from the catalyst 152 can be controlled bycontrolling any of various inputs into the SCR system 150. For example,referring to FIG. 13, the amount of ammonia slip from the SCR catalyst152 is dependent on the following separately controllable factors: theamount of NH₃ flowing into the SCR catalyst as determined at 630; theexhaust flow rate as determined at 652; and the current NH₃ storagelevel as determined using flow chart 500. Accordingly, the controller130 can be operable to selectively or cooperatively control the NH₃ slipfrom the SCR catalyst.

If the current NH₃ storage slip 372 is relatively high, such as when thetemperature of the SCR catalyst bed exceeds a predetermined level, thenthe NH₃ storage module is operable to decrease the ammonia storagemodifier 352. In contrast, if the current NH₃ storage slip 372 isrelatively low, then the NH₃ storage module is operable to increase orhold steady the ammonia storage modifier 352.

According to one embodiment shown in FIG. 14, the AMOX NH₃ conversionmodule 380 determines an AMOX NH₃ conversion capability or efficiency382, a tailpipe NH₃ slip 384 and an AMOX catalyst thermal mass 385.Generally, the NH₃ conversion capability 382 represents an estimate ofthe ability of the AMOX catalyst 160 to convert NH₃ to N₂ and other lessharmful or less noxious components. The tailpipe NH₃ slip 384 representsan estimate of the amount of NH₃ exiting the AMOX catalyst 160. As willbe described in more detail below, the AMOX thermal mass 385 is ameasure of the AMOX catalyst's ability to conduct and store heat.

The AMOX NH₃ conversion module 380 receives input regarding the exhaustgas flow rate 700 entering the AMOX catalyst 160 and the amount of NH₃entering the AMOX catalyst. In some implementations, the exhaust gasflow rate 700 is determined by the SCR catalyst inlet exhaust propertiesmodule 358 of current NH₃ storage level module 354 (see FIG. 11) orother similar module. The amount of NH₃ entering the AMOX catalyst 160can be represented by an NH₃ input 712 and/or the current NH₃ slip 372.More specifically, in some implementations, the AMOX NH₃ conversionmodule 380 is communicable in data receiving communication with thecurrent NH₃ storage level module 354 to receive the current NH₃ slip372. In these implementations, the amount of NH₃ entering the AMOXcatalyst 160 can be set to the current NH₃ slip 372. In someimplementations, the control system 150 can include an NH₃ sensorbetween the SCR catalyst 152 and the AMOX catalyst 160. In theseimplementations, the amount of NH₃ entering the AMOX catalyst 160 can beset to the output of the NH₃ sensor. Alternatively, in certaininstances, the amount of NH₃ entering the AMOX catalyst 160 can be setto a combination of the current NH₃ slip 372 and the output of the NH₃sensor, such as an average of the current NH₃ slip 372 and the output ofthe NH₃ sensor. The AMOX NH₃ conversion module 380 can also becommunicable in data receiving communication with various other sensors,such as temperature sensors 124D, 124E and NO_(x) sensor 164C.

The AMOX NH₃ conversion module 380 includes several modules including,but not limited to, an AMOX catalyst bed temperature module 386, anNO₂/NO_(x) ratio module 387, an AMOX catalyst degradation module 388,and a tailpipe NH₃ slip target module 389.

The AMOX catalyst bed temperature module 386 is operable to estimate thetemperature of the AMOX catalyst bed. In one implementation, the AMOXcatalyst bed temperature module 386 utilizes the input from thetemperature sensors 124D, 124E to determine the difference between thetemperature of the exhaust at the inlet of the AMOX catalyst 160 and thetemperature of the exhaust at the outlet of the AMOX catalyst. Based atleast partially on the temperature differential and mass flow rateproperties of the exhaust gas stream, the AMOX catalyst bed temperaturemodule 386 calculates the temperature of the AMOX catalyst bed.Alternatively, or in addition to estimating the AMOX catalyst bedtemperature as described above, the SCR system 150 can include atemperature sensor (not shown) coupled to the AMOX catalyst 160. TheAMOX catalyst bed temperature module 386 can utilize the output of theAMOX catalyst temperature sensor to determine the temperature of theAMOX catalyst bed.

Similar to the SCR catalyst NO₂/NO_(x) ratio module 366 of the currentNH₃ storage level module 354, the NO₂/NO_(x) ratio module 387 of theAMOX NH₃ conversion module 380 is operable to determine the ratio of NO₂to NO_(x) according to Equation 1 above, where NO₂ is the amount ofnitrogen dioxide at the inlet of the AMOX catalyst 160 and NO is theamount of nitrogen oxide at the inlet of the AMOX catalyst as sensed bythe NO_(x) sensor 164C.

Similar to the SCR catalyst degradation factor module 368 of current NH₃storage level module 354, the AMOX catalyst degradation module 388 isoperable to determine an AMOX catalyst degradation factor indicating thecondition of the AMOX catalyst. In certain implementations, the catalystdegradation factor is determined by an algorithm that compares theconversion efficiency of the “aged” AMOX catalyst at predeterminedengine operating conditions and urea dosing rates with the conversionefficiency of a “fresh” AMOX catalyst under the same predeterminedconditions and dosing rates.

The tailpipe NH₃ slip target module 389 is operable to determine atailpipe NH₃ slip target, i.e., the desired amount of NH₃ allowed toexit the AMOX catalyst 160. The tailpipe NH₃ slip target is based atleast partially on a desired average amount of NH₃ slip from the AMOXcatalyst and/or a desired maximum amount of NH₃ slip from the AMOXcatalyst. In some instances, both the desired average amount of NH₃ slipfrom the AMOX catalyst and desired maximum amount of NH₃ slip from theAMOX catalyst are used to ensure that actual tailpipe slip levels remainbelow a human detectable threshold. Further, the tailpipe NH₃ sliptarget can be based on other factors, such as current emissionsstandards and customer-based specifications.

Based at least partially on at least one of the flow rate of exhaust,NO_(x), and ammonia entering the AMOX catalyst 160, the temperature ofthe AMOX catalyst bed, the ratio of NO₂/NO_(x) at the inlet of the AMOXcatalyst, the catalyst degradation factor, and the tailpipe NH₃ sliptarget, the AMOX NH₃ conversion module 380 estimates the AMOX NH₃conversion capability 382, the tailpipe NH₃ slip 384, and the AMOXcatalyst thermal mass 385. For example, in some implementations, theAMOX NH₃ conversion capability 382 and the tailpipe NH₃ slip 384 aredependent on the amount of NO_(x) entering the AMOX catalyst, thetemperature of the AMOX catalyst, and a space velocity of the AMOXcatalyst. Further, in some instances, the AMOX catalyst thermal mass 385is based at least partially on the geometric dimensions of the AMOXcatalyst, and the material properties of the AMOX catalyst, such as thethermal conductivity and volumetric heat capacity of the AMOX catalyst.In some instances, the AMOX NH₃ conversion capability 382, the tailpipeNH₃ slip 384, and the AMOX catalyst thermal mass 385 can be estimated byaccessing a multi-dimensional, pre-calibrated look-up table stored onthe controller 130.

Generally, the higher the AMOX catalyst conversion capability 382, themore tolerance the SCR system 150 has to NH₃ slipping from the SCRcatalyst 152. Accordingly, if the AMOX catalyst conversion capability382 is relatively high, more NH₃ can be allowed to slip from the SCRcatalyst 152. However, with more NH₃ slipping from the SCR catalyst 152,more NH₃ storage sites on the surface of the SCR catalyst 152 may bevacant, thus requiring an increase in the ammonia addition requirement326. In such an instance, the NH₃ storage module 350 can increase theammonia storage modifier 352, which in turn can increase the ammoniaaddition requirement 326. In contrast, when the AMOX catalyst conversioncapability 382 is relatively low, less NH₃ slippage from the SCRcatalyst 152 is tolerated, resulting in less NH₃ removed from storage onthe SCR catalyst. If more NH₃ slips from the SCR catalyst 152 and theAMOX catalyst conversion capability 382 is relatively low, the tailpipeNH₃ slip may correspondingly increase. Therefore, in these instances,the NH₃ storage module 350 can decrease or hold steady the ammoniastorage modifier 352 to decrease or hold-steady the ammonia additionrequirement 326, and/or the AMOX NH₃ conversion module 380 can modulatethe effectiveness of the AMOX catalyst 160, such that tailpipe NH₃ slipis controlled.

In some implementations, the AMOX catalyst thermal mass value 385 isdependent on the material properties of the AMOX catalyst bed, such asthermal conductivity and volumetric heat capacity. Generally, thethermal mass 385 is a measure of the AMOX catalyst's ability to conductand store heat. The AMOX NH₃ conversion module 380 can communicate theAMOX catalyst thermal mass value 385 to the NH₃ storage module 350,which can use the thermal mass value in its determination of the ammoniastorage modifier 352.

As described above, the AMOX NH₃ conversion capability and AMOX catalystthermal mass 385 is communicated to and processed by various othermodules of the controller 130. For example, the AMOX NH₃ conversioncapability 382 and AMOX catalyst thermal mass 385 is received by the NH₃storage module 350 and used to determine the ammonia storage modifier352 (see FIG. 10). Further, the AMOX NH₃ conversion capability 382 isused by the calibrated tailpipe NO_(x) module 399 to determine thetailpipe NO_(x) feedback value 399 (see FIG. 16).

The tailpipe NH₃ slip 384 determined by the AMOX embedded analyticalmodel NH₃ conversion module 380 can be communicated to other modules ofthe controller 130. For example, the determined tailpipe NH₃ slip 384can be communicated to the reductant limiting module 390 (see FIG. 15)and calibrated tailpipe NO_(x) module 397 (see FIG. 16) to replace orsupplement the tailpipe NH₃ slip measurement input communicated from theNH₃ sensor 166C. For example, in certain instances, the input value forthe tailpipe NH₃ into the modules 390, 397 can be an average of thedetermined tailpipe NH₃ slip 384 and the tailpipe NH₃ slip measurementfrom the sensor 166C to provide a more accurate indication of the actualamount of NH₃ slipping from the tailpipe.

Referring to FIG. 15, the reductant limiting module 390 is operable todetermine a reductant limiting requirement 342 based at least in part onwhether any of various reductant limiting conditions have been met. Thereductant limiting module 390 includes a reductant limiting conditionsmodule 394 and an SCR catalyst inlet exhaust properties module 395.Generally, the reductant limiting module 390 is operable to eitherreduce reductant dosing, prevent reductant dosing or leave reductantdosing unchanged when certain predetermined conditions of the exhaustaftertreatment system 100 are met.

The reductant limiting conditions module 394 is operable to monitor theoperating conditions of the engine system 10 and determine if one ormore reductant limiting conditions are met. In some embodiments, thereductant limiting conditions include, but are not limited to, anexhaust gas temperature limit, an ammonia slip reductant rate limit, andan SCR catalyst bed temperature limit.

Reductant dosing at high exhaust gas temperatures can cause cyanuricacid and polymers (e.g., melamine) to form on the injector and exhaustpipe walls, which can lead to performance degradation of and damage tothe system. For example, the formation of melamine can clog the nozzle.To prevent cyanuric acid from forming, the reductant limiting module390, including the reductant limiting conditions module 394, monitorsthe exhaust gas temperature and prevents reductant dosing, e.g., viainstructions in the reductant limiting requirement 342, if the exhaustgas temperature exceeds a predetermined exhaust gas temperature limit.The current exhaust gas temperature can be sensed by at least one of thetemperature sensors, e.g., exhaust temperature sensor 124C and/orpredicted by an SCR catalyst inlet exhaust properties module 395 similarto module 358.

Reductant dosing at high SCR catalyst storage levels and SCR catalystbed temperature ramps can cause ammonia to slip from the SCR catalyst152. To reduce ammonia slip in these situations, the reductant limitingmodule 390 monitors the current NH₃ storage level 370 and themodulations of the SCR catalyst bed temperature as sensed by thetemperature sensor 124D (or predicted by an SCR catalyst bed temperaturemodule as described above). If the current NH₃ storage level 370 exceedsa predetermined NH₃ storage level associated with NH₃ slip, or if themodulation in SCR catalyst bed temperature exceeds a predetermined SCRcatalyst bed temperature change, then the reductant limiting modulereduces the reductant dosing rate, e.g., via instructions in thereductant limiting requirement, such that NH₃ slip from the SCR catalyst152 is controlled.

The reductant limiting module 390 is also operable to prevent reductantdosing in the event a specific component or components of the SCR system150 has malfunctioned or is otherwise not ready for operation.

Referring to FIG. 16, the calibrated tailpipe NO_(x) module 397 of thecontroller 130 is operable to determine the calibrated tailpipe NO_(x)value 399. The calibrated tailpipe NO_(x) module 397 is communicable indata receiving communication with the tailpipe NO_(x) sensor 164D andtailpipe NH₃ sensor 166C. The calibrated tailpipe NO_(x) module 397 isalso communicable in data receiving communication with the current NH₃storage level module 354 to receive the estimated current NH₃ slip 372or the estimated amount of NH₃ exiting the SCR catalyst 152. Further,the calibrated tailpipe NO_(x) module 397 is communicable in datareceiving communication with the AMOX NH₃ conversion module 380 toreceive the AMOX NH₃ conversion capability 382. The calibrated tailpipeNO_(x) module 397 also includes a sensor degradation module 398 that isoperable to determine a tailpipe NO_(x) sensor degradation factor basedat least partially on the type of sensor, age of sensor, and operatingconditions of the engine system 10. In some instances, the tailpipeNO_(x) sensor degradation factor is determined by an algorithm thatcompares the NO_(x) sensor measurements at pre-determined operatingconditions having known NO_(x) values. The degradation factor indicatesan amount, e.g., a percentage, the measured NO_(x) sensor value shouldbe adjusted to account for degradation of the NO_(x) sensor andinaccuracies associated with the degraded NO_(x) sensor measurements. Insome implementations, the calibrated tailpipe NO_(x) value is about 10%higher than the measured tailpipe NO_(x) value.

The calibrated tailpipe NO_(x) module 397 processes the sensed tailpipeNO_(x) amount, the sensed tailpipe NH₃ amount, the estimated NH₃ slip372, the NO_(x) sensor degradation factor, and the AMOX conversioncapability 382 to determine the calibrated tailpipe NO_(x) value 399.The calibrated tailpipe NO_(x) value 399 can replace the sensed amountof NO_(x) detected by the tailpipe NO_(x) sensor 164D in the reductantlimiting requirement 342 calculation by the reductant limiting module390 for a more accurate indication of the amount of NO_(x) leaving thetailpipe and a more accurate reductant limiting requirement.Additionally, the calibrated tailpipe NO_(x) value 399 can becommunicated to and processed by the current NH₃ storage level module354.

Referring to FIG. 17, and according to one representative embodiment, amethod 800 of reducing NO_(x) emissions using ammonia storage on an SCRcatalyst is shown. The method 800 starts at 802 and includes determining804 a NO_(x) reduction requirement. In some implementations, determining804 a NO_(x) reduction requirement includes operating the NO_(x)reduction target module 300 to estimate the NO_(x) reduction requirement304. The method 800 also includes determining 806 an ammonia additionrequirement. In some implementations, determining 806 an ammoniaaddition requirement includes operating the ammonia target module 310 toestimate the ammonia addition requirement 326. The method 800 furtherincludes determining 808 an ammonia storage modifier. In someimplementations, determining 808 an ammonia storage modifier includesoperating the NH₃ storage module 350 to estimate the ammonia storagemodifier 352.

After an ammonia storage modifier is determined, the method 800 includescomparing 810 the ammonia storage modifier to a predetermined value,such as zero. If the ammonia storage modifier is greater than or lessthan the predetermined value, then the method 800 includes adjusting812, such as by adding, the ammonia addition requirement determined at808 by an amount corresponding to the ammonia storage modifier amount.If the ammonia storage modifier is approximately equal to thepredetermined value, then the ammonia addition requirement determined at808 is not adjusted. The method 800 includes determining 814 a reductantinjection requirement 814 based on either the ammonia additionrequirement determined at 808 or the adjusted addition requirementdetermined at 812. In some implementations, determining 814 a reductantinjection requirement includes operating the reductant target module 330to calculate the reduction injection requirement 332. The method 800 canalso include determining 815 an AMOX catalyst NH₃ conversion capability382 by operation of the AMOX NH₃ conversion module 380.

The method 800 further includes determining 816 a reductant limiting. Insome implementations, determining 816 a reductant limiting includesoperating the reductant limiting module 390 to calculate the reductantlimiting requirement 342. After a reductant limiting is determined, themethod 800 includes comparing 820 the reductant limiting to apredetermined value, such as zero. If the reductant limiting is greaterthan or less than the predetermined value, then the method 800 includesadjusting 822 the reductant injection requirement determined at 816 byan amount corresponding to the reductant limiting amount. If thereductant limiting is approximately equal to the predetermined value,then the reductant injection requirement determined at 808 is notadjusted. The method includes injecting 824 an amount of reductantcorresponding to the reductant injection requirement determined ateither 816 or 822 into the exhaust gas stream.

The schematic flow chart diagrams and method schematic diagramsdescribed above are generally set forth as logical flow chart diagrams.As such, the depicted order and labeled steps are indicative ofrepresentative embodiments. Other steps and methods may be conceivedthat are equivalent in function, logic, or effect to one or more steps,or portions thereof, of the methods illustrated in the schematicdiagrams. Additionally, the format and symbols employed are provided toexplain the logical steps of the schematic diagrams and are understoodnot to limit the scope of the methods illustrated by the diagrams.Although various arrow types and line types may be employed in theschematic diagrams, they are understood not to limit the scope of thecorresponding methods. Indeed, some arrows or other connectors may beused to indicate only the logical flow of a method. For instance, anarrow may indicate a waiting or monitoring period of unspecifiedduration between enumerated steps of a depicted method. Additionally,the order in which a particular method occurs may or may not strictlyadhere to the order of the corresponding steps shown.

The present invention may be embodied in other specific forms withoutdeparting from its spirit or essential characteristics. The describedembodiments are to be considered in all respects only as illustrativeand not restrictive. The scope of the invention is, therefore, indicatedby the appended claims rather than by the foregoing description. Allchanges which come within the meaning and range of equivalency of theclaims are to be embraced within their scope.

1. An apparatus for reducing NO_(x) emissions in an engine exhaust gasstream of an engine system, comprising: a NO_(x) reduction target moduleconfigured to determine a NO_(x) reduction requirement, the NO_(x)reduction requirement comprising an amount of NO_(x) in the exhaust gasstream to be reduced on a selective catalytic reduction (SCR) catalyst;a tailpipe NO_(x) module configured to determine a sensed amount ofNO_(x) exiting the engine system and a predicted amount of NO_(x)exciting the engine system, the predicted amount of NO_(x) exiting theengine system being based at least partially on an analytical model; asignal correction algorithm module configured to determine a correctedamount of NO_(x) exiting the engine system based at least partially onthe sensed amount of NO_(x) exiting the engine system and an ammoniacorrection factor, wherein the ammonia correction factor is adjustableby dithering, and wherein dithering comprises comparing the sensedamount of NO_(x) exiting the engine system with the predicted amount ofNO_(x) exiting the engine system adjusting the ammonia correction factoraccordingly; a feedback ammonia target module configured to determine afeedback ammonia addition requirement, the feedback ammonia additionrequirement comprising an amount of ammonia added to the exhaust gasstream to achieve the NO_(x) reduction requirement, wherein the feedbackammonia addition requirement is based at least partially on thecorrected amount of NO_(x) exiting the engine system; and a reductanttarget module configured to determine a reductant injection requirement,the reductant injection requirement comprising an amount of reductantadded to the exhaust gas stream to achieve the feedback ammonia additionrequirement.
 2. The apparatus of claim 1, wherein: the signal correctionalgorithm comprises an ammonia correction factor; and the correctedamount of NO_(x) exiting the engine system is a function of the sensedamount of NO_(x) exiting the engine system, an amount of ammonia exitingthe engine system, and an ammonia correction factor.
 3. The apparatus ofclaim 2, wherein the corrected amount of NO_(x) exiting the enginesystem is equal to the sensed amount of NO_(x) exiting the engine systemminus the amount of ammonia exiting the engine system times the ammoniacorrection factor.
 4. The apparatus of claim 2, wherein the amount ofammonia exiting the engine system is predicted based upon an analyticalmodel.
 5. The apparatus of claim 1, the apparatus further comprising afeedforward ammonia target module configured to determine a feedforwardammonia addition requirement, wherein the reductant injectionrequirement comprises an amount of reductant added to the exhaust gasstream to achieve a combination of the feedback and feedforward ammoniaaddition requirements.
 6. The apparatus of claim 1, wherein the feedbackammonia addition requirement is based at least partially on a comparisonbetween a desired amount of NO_(x) exiting the engine system and thecorrected amount of NO_(x) exiting the engine system.
 7. The apparatusof claim 1, further comprising a calibrated NO_(x) module configured todetermine a calibrated tailpipe NO_(x) sensor signal based at leastpartially on input from a tailpipe NO_(x) sensor and a condition of thetailpipe NO_(x) sensor, wherein the corrected amount of NO_(x) exitingthe engine system is determined by the signal correction algorithmmodule based at least partially on the calibrated tailpipe NO_(x) sensorsignal.
 8. A method for reducing NO_(x) emissions in an engine exhaustgas stream of an engine system, the method comprising the steps of:determining a NO_(x) reduction requirement, the NO_(x) reductionrequirement comprising an amount of NO_(x) in the exhaust gas stream tobe reduced on a selective catalytic reduction (SCR) catalyst;determining a feedback ammonia addition requirement, the feedbackammonia addition requirement comprising an amount of ammonia added tothe exhaust gas stream to achieve the NO_(x) reduction requirement inresponse to a corrected amount of NO_(x) exiting the engine system;sensing an amount of NO_(x) exiting the engine system; determining anamount of ammonia exiting the engine system; determining an ammoniacorrection factor; determining the corrected amount of NO_(x) exitingthe engine system, the corrected amount of NO_(x) exiting the enginesystem is equal to the sensed amount of NO_(x) exiting the engine systemminus the amount of ammonia exiting the engine system times the ammoniacorrection factor; and determining a reductant injection requirement,the reductant injection requirement comprising an amount of reductantadded to the exhaust gas stream to achieve the feedback ammonia additionrequirement.
 9. The method of claim 8, wherein the step of determiningthe corrected amount of NO_(x) exiting the engine system comprisesapplying the ammonia correction factor to the amount of ammonia exitingthe engine system to compensate for ammonia cross-sensitivity of asensed amount of NO_(x) exiting the engine system.
 10. The method ofclaim 8, wherein the step of determining the corrected amount of NO_(x)exiting the engine system comprises performing dithering to adjust theammonia correction factor so as to reduce transient error.
 11. Themethod of claim 10, wherein dithering comprises comparing the sensedamount of NOx exiting the engine system with a predicted amount of NOxexiting the system based at least partially on an analytical model andadjusting the ammonia correction factor accordingly.
 12. The method ofclaim 8, wherein determining the feedback ammonia addition requirementcomprises comparing a desired amount of NO_(x) emissions exiting theengine system with the corrected amount of NO_(x) exiting the enginesystem.
 13. A system for reducing NO_(x) emissions in an engine exhaust,the system comprising: an internal combustion engine producing anexhaust gas stream; a selective catalytic reduction (SCR) catalyst thatreduces NO_(x) emissions in the exhaust gas stream in the presence of areductant; a reductant injector that injects reductant into the exhaustgas stream upstream of the SCR catalyst; a tailpipe NO_(x) sensorconfigured to determine a sensed amount of NO_(x) exiting the enginesystem; and a controller comprising: a NO_(x) reduction target moduleconfigured to determine a NO_(x) reduction requirement, the NO_(x)reduction requirement comprising an amount of NO_(x) in the exhaust gasstream to be reduced on the SCR catalyst; a signal correction algorithmmodule configured to determine a corrected amount of NO_(x) exiting theengine system based at least partially on the sensed amount of NO_(x)exiting the engine system; a calibrated NO_(x) module configured todetermine a calibrated tailpipe sensor signal based at least partiallyon input from the tailpipe NO_(x) sensor and a condition of the tailpipeNO_(x) sensor, wherein the corrected amount of NO_(x) exiting the enginesystem is determined by the signal correction algorithm module based atleast partially on the calibrated tailpipe NO_(x) sensor signal; afeedback ammonia target module configured to determine a feedbackammonia addition requirement, the feedback ammonia addition requirementcomprising an amount of ammonia added to the exhaust gas stream toachieve the NO_(x) reduction requirement in response to a correctedamount of NO_(x) exiting the engine system; and a reductant targetmodule configured to determine a reductant injection requirement, thereductant injection requirement comprising an amount of reductant addedto the exhaust gas stream to achieve the feedback ammonia additionrequirement.
 14. The system of claim 13, wherein the signal correctionalgorithm module comprises an ammonia correction factor applied to theamount of ammonia exiting the engine system to compensate for ammoniacross-sensitivity of a measured amount of NO_(x) exiting the enginesystem so as to yield the corrected amount of NO_(x) exiting the enginesystem.
 15. The system of claim 13, wherein dithering is applied by thesignal correction algorithm module to adjust an ammonia correctionfactor so as to reduce transient error.
 16. The system of claim 13,further comprising a NO_(x) sensor embedded within the SCR catalyst. 17.A method for extracting a tailpipe NO_(x) measurement from a tailpipeNO_(x) signal transmitted from a tailpipe NO_(x) sensor having anammonia cross-sensitivity, the method comprising the steps of:determining an amount of ammonia slipping from the tailpipe; adjustingan ammonia correction factor periodically by dithering the amount ofammonia slipping from the tailpipe; multiplying the amount of ammoniaslipping from the tailpipe by the ammonia correction factor to yield aproduct term; and subtracting the product term from the tailpipe NO_(x)signal to extract the tailpipe NO_(x) measurement.
 18. The method ofclaim 17, wherein adjusting the ammonia correction factor periodicallyoccurs only during an ammonia non-slip mode of an engine systemcomprising the tailpipe NO_(x) sensor.
 19. The apparatus of claim 1,wherein dithering to adjust the ammonia correction factor occurs onlywhen the engine system is in an ammonia non-slip mode.